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THE AMERICA'S CUP. 



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A TESTIMONIAL 



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CHARLES J. PAI^E 



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EDWARD BURGESS, 



F R O M T IT B 



CITY OF BOSTON, 

FOR THEIR SUCCESSFUL DEFENCE OF THE 
AMERICA'S CUP. 




BOS T N : 
PRINTED BY ORDER OF THE CITY COUNCIL. 

18 8 7. 




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CITY OF BOSTON 



In Board of Aldermex, Oct. 10, 1S87. 

Ordered, That the Clerk of Committees be authorized to prepare for 
publication, under the direction of the Committee on Printing, an appropri- 
ate memorial volume, giving an account of the action of the City Council, 
and the reception at Faneuil Hall by the City of Boston, to Charle- J. 
Paine, owner, and Edward Burgess, designer, of the yacht Volunteer, 
including biographical sketches of said gentlemen ; and that the same be 
printed, the expense incurred thereby to be charged to the appropriation 
for Printing. 

Passed. Sent down for concurrence. 

In Common Council, Oct. 13, 1887. 
Concurred. 

Approved by the Mayor October 15, 1887. 
A true copy. 

Attest: JOHN T. PRIEST, 

Assistant City Clerk. 



■ 



; 



TRESS OF 

ROCKWELL AND CHURCHILL, 

BOSTON. 



CONTENTS. 



Introductory History 

Victory of the America 

Description of the America (Note) 

First International Race, 1870 . 

Second International Race, 1871 

Third International Race, 1876 . 

Fourth International Race, 1881 

Deed of Gift of the America's Cup to the X 
Club 

The Challenge of the Genesta 

The Boston Sloop Puritan 

The English Cutter Genesta 

The Trial Races of 1885 . 

Summary of the First Race- 
Second Trial Race, and Summary 
Third Trial Race, and Summary 

The America's Cup Races of 1885 . 
The First Race . 
Summary of the First Race 
The Second Race 
Summary of the Second Race . 

The Challenge of the Galatea . 

The Boston Sloop Mayflower . 

The English Cutter Galatea 

The Trial Races of 1886 . 

Summary of the First Race 
Second Trial Race, and Summary 

The America's Cup Races of 1886 . 
The First Race .... 



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Yacht 



PAGE 

0-84 
11 
17 
20 
22 
23 
25 

26 

20 

•>.-> 
oo 

37 

40 

41 

42 

43 

44 

48 

50 

51 

53 

53 

54 

58 

60 

61 

62 

63 

63 



4 



CONTENTS. 



PAGE 

Summary of the First Race ...... 66 

The Second Eace ......... 67 

Summary of the Second Race ...... 69 

The Challenge of the Thistle 70 

The Steel Sloop Volunteer ........ 7" 

The •' Boston Herald" Cup (Note) 73 

The Scotch Cutter Thistle 74 

The Trial Race of 1887 77 

Summary of the Race ........ 7^ 

The America's Cup Races of 1887 ...... 78 

The First Race 78 

Summary of the First Race ....... 81 

The Second Race ......... 81 

Summary of the Second Race ...... 83 

Tahle of Contests for the America's Cup in Ameriean Waters, 84 

The America's Crp .......... 87 

New Deed of Gift of the Cup to the Sew York Yacht Club . S8 

Biographical Sketch of Charles J. Paine ..... 9.3 

Biographical Sketch of Edward Burgess . . . . . 100 

The Reception in Faxeuil Hall ....... 105-150 

Committee on Eeception ........ 105 

Message from His Honor the Mayor to the City Council . 108 

Action of the City Council ........ 108 

Address of His Honor the Mayor . . . . . . 116 

Remarks of Charles J. Eaine ....... 117 

Eemarks of Edward Burgess ....... 119 

Eemarks of His Excellency Governor Ames .... 121 

Remarks of Frederic O. Prince ...... 121 

Telegram from Marblehead ....... 127 

Remarks of William Everett 128 

Remarks of Henry B. Eovering ...... 131 

Remarks of Rev. E. A. Horton 133 

Remarks of Charles Levi Woodbury . . . . . 135 

Remarks of Rev. J. P. Bodfish 136 

Remarks and Poem by Rev. M. J. Savage . . . . 137 

Remarks of Gen. N. P. Banks 140 

Remarks of Thomas J. Gargan 144 



CONTENTS. 



PAGE 

Remarks of William E. Russell ...... 147 

Letter from Capt. H. C. Haff 148 

Address of Welcome from " Dahlgren Post, No. 2, G.A.R." 149 
Correspondence, etc. ......... 151-159 

Letter from Oliver Wendell Holmes . . . . . 151 

Letter from Benjamin F. Butler . . . . . . 151 

Letter from Charles Devens ....... 153 

Letter from Henry Cabot Lodge ...... 154 

Letter from John M. Forbes 154 

Letter from R. B. Forbes ....... 155 

Message from " Old Colony Club " ..... 155 

Message from " Sons of Martha's Vineyard " ... 155 

Message from "New Bedford Yacht Club" .... 157 

Letter from Rev. Phillips Brooks ...... 157 

Letter from Charles W. Eliot 157 

Letter from Rev. James Freeman Clarke . . . . 158 

Acknowledgment from Charles J. Paine . . . . . 158 

Reply of His Honor the Mayor to General Paine . . 159 



LIST OF ILLUSTRATIONS. 



PAGE 

The America's Cup Frontispiece 

The Schooner America .......... 16 

The Boston Sloop Puritan 32 

The English Cutter Genesta ........ 87 

The Boston Sloop Mayflower ........ 54 

The English Cutter Galatea ........ 58 

Bace between the Mayflower and Galatea ..... 63 

The Boston Sloop Volunteer ........ 70 

The Scotch Cutter Thistle 74 

Diagram op Sails 83 

Portrait op Charles J. Paine . • 95 

Portrait of Edward Burgess 100 

Interior of Faneuil Hall 112 



INTRODUCTORY HISTORY 



INTERNATIONAL REGATTAS 



INTRODUCTORY HISTORY. 



For the proper understanding of the meaning of the 
celebration recorded in these pages, a brief retrospect is 
necessary. The gentlemen who have been honored in this 
manner have been for three successive years the successful 
defenders of the " America's Cup ; " hence the necessity of 
explaining what that trophy is. 

The yacht America was undoubtedly the product of 
the excitement attendant upon the World's Fair at London, 
in 1851. National pride was excited by the competition 
opened in so many branches of industry, and, among other 
departments, that of ship-building Avas deeply stirred. 
American clippers and American pilot-boats had a great 
reputation for speed, and the most noted designer of 
the latter class of vessel was George Steers, of New 
York. 

Com. John C. Stevens, of the New York Yacht Club, 
was the owner of the sloop-yacht Maria, built by Steers 
in 1846, which had proved the correctness of the theories 
of her designer. In 1851 Mr. Stevens and a few friends 
were easily induced to give an order to Mr. Steers for a 
new schooner, to be sent abroad to maintain the reputation 
of the American flag. No special challenge was issued by 
the British yacht clubs, but it was well understood that 
there would be many races sailed in British waters, and it 



10 PAINE-BUKGESS TESTIMONIAL. 

was supposed that the stranger would have many chances 
to compete for prizes. 

The result was that George Steers built the America, 
and took her across to Havre, where she was put into 
racing-trim. Thence she sailed to Cowes, Isle of Wight, a 
noted rendezvous for yachts, and prepared for business. 
Unfortunately the English cutter Laverock secured a 
trial-race, and, as Commodore Stevens wrote, "Not many 
hours after anchoring at Cowes it was well understood from 
the known capacity of the Laverock that certainly no 
schooner, and probably no cutter, of the Royal Yacht 
Squadron could beat the Yankee in sailing to windward in 
a moderate breeze." 

The English yachtsmen were simply amazed and frightened 
by . the new-comer, and were very slo\v T in attempting to 
meet her. Commodore Stevens posted in the club-house 
at Cowes a challenge to sail the America in a match 
against any British vessel whatever, for any sum from one 
to ten thousand guineas, merely stipulating that there should 
be not less than a six-knot breeze. 

This challenge was left open until the 17th of August, 
1851 ; but no acceptance or reply to it was received. 

On the 28th of August the America sailed against 
the schooner yacht Titania, owned by Robert Stephen- 
son. The race was for £100, to sail twenty miles to 
windward and back, and the America won by nearly an 
hour. The Titania, however, was by no means a champion 
yacht, and this race decided nothing. 

Failing in all other attempts to get a match, it was 
decided to enter the America in a regular regatta to be 
sailed for the Royal Yacht Squadron's Cup of £100. The 



PAIKE-BURGESS TESTIMONIAL. 11 

newspapers of that date bear evidence to the intense interest 
excited by the contest, and we select the following account 
from the "London Illustrated News." From the same jour- 
nal we have copied the very satisfactory picture which 
shows the America as she was at that time : — 



"ROYAL YACHT SQUADRON REGATTA. — VICTORY OF THE 

AMERICA. 

"The race at Cowes, on Frida} r se'nnight, for the Royal 
Yacht Squadron Cup of £100, furnished our yachtsmen 
with an opportunity of f realizing,' as our trans-atlantic 
brethren would say, what those same dwellers beyond the 
ocean can do afloat in competition with ourselves. None 
doubted that the America was a very fast sailer, but 
her powers had not been measured by the test of an actual 
contest. Therefore, when it became known that she was 
entered amongst the yachts to run for the cup on Friday, 
the most intense interest was manifested by all classes, from 
the highest to the humblest, who have thronged in such 
masses this season to the Isle of 'Wight ; and even Her 
Majesty and the Court felt the influence of the universal 
curiosity which was excited to see how the stranger, of 
whom such great things were said, should acquit herself 
on the occasion. The race was, in fact, regarded as a 
sort of trial heat, from which some anticipation might be 
formed of the result of the great international contest, to 
which the owners of the America have challenged the 
yachtsmen of England, and which Mr. R. Stephenson, the 
eminent engineer, has accepted, by backing his own schooner, 
the Titania, against the America. 



12 



PAINE-BUKGESS TESTIMONIAL. 



"Among the visitors on Friday were many strangers, — 
Frenchmen en route for Havre, Germans in quiet wonderment 
at the excitement around them, and Americans already tri- 
umphing in the anticipated success of their countrymen. 
The cards containing the names and colors of the yachts 
described the course merely as being f round the Isle of 
Wight ; ' the printed programme stated that it was to be 
f round the Isle of Wight, inside Norman's Buoy and 
Sandhead Buoy, and outside the Nab.' The distinction 
gave rise, at the close of the race, to questioning the 
America's right to the Cup, as she did not sail outside 
the Nab Light; but this objection was not persisted in, 
and the Messrs. Stevens were presented with the Cup. 
The following yachts were entered. They were moored in 
a double line. No time allowed for tonnage : — 



NAME. 


CLASS. 


TONS. 


OWNERS. 


"Beatrice . 


. Schooner . 


161 


Sir TV. P. Carew. 


Yolante . 


. Cutter . 


48 


Mr. J. L. Cragie. 


Arrow . 


. Cutter . 


84 


Mr. T. Chamberlayne. 


Wyvern . 


. Schooner . 


205 


The Duke of Marlbor 
ough. 


lone . 


. Schooner . 


75 


Mr. A. Hill. 


Constance 


. Schooner . 


218 


The Marquis of Conyng 
ham. 


Titania 


. Schooner . 


100 


Mr. R. Stephenson. 


Gipsy Queen 


. Schooner . 


160 


Sir H. B. Hoghton. 


Alarm . 


. Cutter . 


193 


Mr. J. Weld. 


Mona . 


. Cutter . . . . 


82 


Lord A. Paget. 


America . 


. Schooner . 


170 


Mr. J. B. Stevens, etc 


Brilliant . 


. 3-mast-schooner, 


392 


Mr. C. H. Ackers. 


Bacchante 


. Cutter . 


80 


Mr. B. H. Jones. 



PA1NE-BURGESS TESTIMONIAL. 



13 



NAME. 


CLASS. 


Freak . . 


. Cutter . 


Stella . 


. Cutter . 


Eclipse 


. Cutter . 


Fernande . 


. Schooner . 


Aurora 


. Cutter . 



TONS. OWNERS. 

60 Mr. W. Curling. 

65 Mr. R. Frankland. 

50 Mr. H. S. Fearon. 

127 Major Marty n. 

47 Mr. T. Le Merchant. 



"At 9.55 the preparatory gun was fired from the Club- 
house battery, and the yachts were soon sheeted from deck 
to topmast with clouds of canvas, huge gaff- topsails and 
balloon-jibs being greatly in vogue, and the America 
evincing her disposition to take advantage of her new jib 
by hoisting it with all alacrity. The whole flotilla not in 
the race were already in motion, many of them stretch- 
ing down towards Osborne and Ryde to get good start 
of the clippers. Of the list above given the Titania 
and the Stella did not start, and the Fernande did 
not take her station (the latter was twice winner in 1850, 
and once this year; the Stella won once last year). 
Thus only fifteen started, of which seven were schooners, 
including the Brilliant (three-masted schooner), and eight 
were cutters. At 10 o'clock the signal ©Tin for sailing was 
fired, and before the smoke had well cleared away the 
whole of the beautiful fleet was under weigh, moving 
steadily to the east with the tide and a gentle breeze. 
The start was effected splendidly, the yachts breaking 
away like a field of race-horses ; the only laggard was 
the America, which did not move for a second or so 
after the others. Steamers, shore-boats, and yachts of 
all sizes buzzed along on each side of the course, and 
spread away for miles over the rippling sea — a sight such 



14 PAINE-BURGESS TESTIMONIAL. 

as the Adriatic never beheld in all the pride of Venice : 
such, beaten though we are, as no other country in the 
world could exhibit ; while it is confessed that anything 
like it was never seen, even here, in the annals of 
yachting. Soon after they started a steamer went off 
from the roads, with the members of the sailing com- 
mittee, Sir B. Graham, Bart., Commodore, Royal Yacht 
Squadron, and the following gentlemen: Lord Exmouth, 
Captain Lyon, Mr. A. Fontaine, Captain Ponsonby, Cap- 
tain Corry, Messrs. Harvey, Leslie, Greg, and Reynolds. 
The American Minister, Mr. Abbott Lawrence, and his 
son, Col. Lawrence, attache to the American Legation, 
arrived too late for the sailing of the America, but were 
accommodated on board the steamer, and went round the 
island in her : and several steamers, chartered by private 
gentlemen or for excursion trips, also accompanied the 
match. 

"The Gipsy Queen, with all her canvas set, and in 
the strength of the tide, took the lead after starting, 
with the Beatrice next, and then, with little difference 
in order, the Volante, Constance, Arroiv, and a flock 
of others. The America went easily for some time 
under mainsail (with a small gaff-top-sail of a triangular 
shape, braced up to the truck of the short and slender 
stick which serves as her maintop-mast), foresail, fore- 
stay-sail, and jib ; while her opponents had every cloth 
set that the Club regulations allow. She soon besran to 
creep upon them, passing some of the cutters to the 
windward. In a quarter of an hour she had left them 
all behind, except the Constance, Beatrice, and Gipsy 
Queen, which were well together, and went along smartly 



PAINE-BUKGESS TESTIMONIAL. 15 

with the light breeze. The yachts were timed off No Man's 
Land buoy, and the character of the race at this moment 
may be guessed from the result : — 

H. M. S. 

"Volante 11 7 

Freak 11 8 20 

Aurora 11 8 30 

Gipsy Queen 11 8 45 

America 1190 

Beatrice 11915 

Alarm . 11 9 20 

Arrow 11 10 

Bacchante 11 10 15 

f The other six were staggering about in the rear, and 
the Wyvern soon afterwards hauled her wind, and went 
back towards Cowes. 

" The America speedily advanced to the front and got 
clear away from the rest. Oif Sandown Bay, the wind 
freshening, she carried away her jib-boom ; but, as she was 
well handled, the mishap produced no ill effect, and, during 
a lull which came on in the breeze for some time subse- 
quently, her competitors gained a trifling advantage, but did 
not approach her. Off Ventnor the America was more 
than a mile ahead of the Aurora, then the nearest of the 
racing squadron ; and hereabouts the number of her com- 
petitors was lessened by three cutters, the Volante having 
sprung her bowsprit, the Arrow having gone ashore, and 
the Alarm having staid by the Arrow to assist in getting 
her oft'. But from the moment the America had rounded 
St. Catherine's point, with a moderate breeze at S.S.W., 



16 PAINE-BURGESS TESTIMONIAL. 

the chances of coming up with her again were over. The 
Wildfire, which, though not in the match, kept up with the 
stranger for some time, was soon shaken off, and of the 
vessels in the match, the Aurora was the last that kept 
her in sight, until, the weather thickening, even that small 
comfort was lost to her. As the America approached 
the Needles, the wind fell, and a haze came on, not thick 
enough, however, to be very dangerous ; and here she met 
and passed (saluting with her flag) the Victoria and 
Albeit Royal yacht, with Her Majesty on board. Her 
Majesty waited for the Aurora, and then returned to 
Osborne, passing the America again in the Solent. About 
six o'clock, the Aurora being some five or six miles 
astern, and the result of the race inevitable, the steamers 
that had accompanied the yachts bore away for Cowes, 
where they landed their passengers. The evening fell 
darkly, heavy clouds being piled along the northern shore 
of the strait ; and the thousands who had for hours lined 
the southern shore, from West Cowes long past the Castle, 
awaiting anxiously the appearance of the winner, and 
eagerly drinking in every rumour as to the progress of the 
match, were beginning to disperse, when the peculiar rig 
of the clipper was discerned through the gloom, and at 
8h. 34m. o'clock (railway time, 8h. 37m., according to the 
secretary of the Royal Yacht Squadron) a gun from the 
flag-ship announced her arrival as the winner of the cup. 
The Aurora was announced at 8h. 58m. ; the Bacchante 
at 9h. 30m. ; the Eclipse at 9h. 45m. ; the Brilliant 
at lh. 20m. (Saturday morning). No account of the 
rest." 



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PAINE-BURGESS TESTIMONIAL. 17 

It will be seen by this account that the prize so won 
was the Yacht Squadron's Cup, and not the Queen's Cup, 
offered a day or two later, for which the America did 
not contest, owino- to light winds. 

On Saturday evening the America sailed from Cowes to 
Osborne, on the intimation that the Queen wished to 
inspect her. On the arrival there Her Majesty, with 
Prince Albert and suite, went on board and spent half an 
hour in a close inspection of the famous boat. On Monday, 
a race took place at Byde for a splendid cup presented by 
the Queen, in the expectation that the America would 
contest. In consequence of there not being at least a 
six-knot breeze, the America did not start. But, as 
the JVews stated, "Just before the vessels got in, the 
raking America was seen making her way round the 
Nab Light, and, with a most extraordinary movement, 
made one reach from the Light to Stroke Bay, and by 
another tack, rounded the Brilliant in gallant style. To 
accomplish the same feat that the America had performed, 
the Alarm took ten tacks, and the Volante at least 
twenty for the same distance. Had the America, therefore, 
proceeded into the match at the appointed hour, there can 
be no doubt that the same fortunate result would have 
greeted her as at Cowes last week." 

This closed the America's record in British waters, 
and she returned to New York the unquestioned champion 
of the world. 1 The trophy which she had captured has 

1 Commodore Stevens sold the America to Lord De Blanquiere. Her English 
owner altered her rig somewhat, cut down her masts, and used her for cruising 
until 1861, when her name was changed to the Camilla. Then an American 
gentleman purchased her as a Confederate cruiser, put a heavy gun on her, and 



18 PAINE-BURGESS TESTIMONIAL. 

ever since been rightfully known as the America's Cup, 
and we have obtained a careful delineation of it. The 
original source of the prize ceases to be of any importance, 
since, by the subsequent acts of its owners, it has become 
the highest prize now offered to the ambition of skilful 
designers of racing yachts and of competent owners and 
sailors of such crafts. 

As has been said of the Derby, it is the "Blue Ribbon" 
of yachting, and as such, it will undoubtedly continue for 
years to stimulate the skill and enterprise of the two 
greatest maritime nations. 

The owners of the America, Messrs. J. C. Stevens, 
Edwin A. Stevens, Hamilton Wilkes, J. Beckman Finley, 
and George L. Schuyler, kept possession of the cup until 

named her the Memphis. He soon discovered that, though in a good wind she 
could beat most of the steamers even, in a light wind she was no match for the 
slowest vessel in the Northern blockading fleet. Thereupon he took her up the St. 
John's river, Florida, and sank her in the mud for safety, where she remained 
for several months. She was then dug out and sent by the American frigate 
Wabash to New York, whence she was taken to Annapolis, and nominally used 
as a training schooner for the cadets. Afterwards she was cai'ried to New York, 
and refitted at an expense of $25,000, to sail in the race against the Livonia, an 
English yacht which came over here to contest the possession of the America's 
Cup. Being fitted up like a man-of-war, and sailed by a man who knew nothing 
of yachting, she came in third at that race. 

In 1871 she was sold at auction, and bought by Gen. Benjamin F. Butler and 
Col. Jonas H. French. She was then put in her present condition. In 1875 
she sailed an ocean race at the Isles of Shoals against the Resolute, a fast New 
York yacht, where she won successively two races. In 1876 she sailed in the 
International Race at the Centennial Exposition, where she won an easy victory. 
Afterward, when the Canadian yacht, Countess of Dufferin, came here to contest 
the cup, the America, not belonging to the New York Yacht Club, was not 
allowed to take part in the race ; but, though not in racing trim, she crossed the 
starting line after both boats, and beat them in a twenty-mile stretch to wind- 
ward. Such is a brief history of the winner of the America's Cup. 



PAINE-BURGESS TESTIMONIAL. 19 

July 8, 1857, when they offered it to the New York Yacht 
Club, subject to the following conditions: — 

"Any organized yacht club of any foreign country shall 
always be entitled, through any one or more of its members, 
to claim the right of sailing a match for this Cup with 
any yacht or other vessel of not less than thirty or 
more than three hundred tons, measured by the custom- 
house rule of the country to which the vessel belongs. 

"The parties desiring to sail for the Cup may make any 
match with the yacht club in possession of the same that 
may be determined upon by mutual consent ; but, in case 
of disagreement as to terms, the match shall be sailed 
over the usual course for the annual regatta of the yacht 
club in possession of the Cup, and subject to its rules 
and sailing regulations — the challenging party being bound 
to give six months' notice in writing, fixing the day they 
wish to start. This notice to embrace the length, custom- 
house measurement, rig and name of the vessel. 

" It is to be distinctly understood, that the Cup is to 
be the property of the club, and not of the members 
thereof, or owners of the vessel winning it in a match ; 
and that the condition of keeping it open to be sailed 
for by yacht clubs of all foreign countries upon the terms 
above laid down, shall forever attach to it, thus making 
it perpetually a Challenge Cup for friendly competition 
between foreign countries." 

For eleven years no attempt was made to challenge the 
possession of the Cup, but in October, 1868, Mr. James 
Ashbury, the owner of the English schooner-yacht Cam- 
bria, opened a correspondence with the New York Yacht 



20 PAINE-BURGESS TESTIMONIAL. 

Club. Nothing came of this attempt during 1869 ; but, in 
1870, Mr. Ashbury brought over the Cambria, and a 
race for the Cup was sailed in New York harbor, August 
8, 1870. 

The Cambria was built by Eatsey, of Cowes, Isle of 
Wight, in 1868, and was 248 tons New York measure- 
ment, or 128 tons Royal Thames Yacht Club measurement. 
Her dimensions were : — 

Length (from stem to sternpost), 108 feet; beam, 21 
feet; depth of hold, 11 feet; draught of water, 12 feet; 
mainmast (hounds to deck), 61 feet; foremast, 56 feet 6 
inches; main- boom, 61 feet; main- gaff, 33 feet 9 inches; 
fore-gaff, 25 ; bowsprit outboard, 35 feet ; maintop-mast, 
35 feet 6 inches ; foretop-mast, 32 feet 3 inches ; maintop- 
sail yard, 32 feet ; foretop-sail yard, 29 feet. 

EIRST INTERNATIONAL RACE, NEW YORK, AUGUST 8, 1870. 

Under the terms of the trust, this race was open to all 
the fleet (being the same conditions under which the 
America won the Cup), although Mr. Ashbury protested 
against the decision. 

The following table gives the result. Only schooners 
entered, and those marked with an asterisk were keel-boats. 

Schooners. Start, 11:26: 00 A.M. 







ELAPSED 


CORRECTED 


NAME. 


FINISH. 


TIME. 


TIME. 




H. M. S. 


H. M. S. 


H. M. S. 


Magic . 


. 3 33 54 


4 07 54 


3 58 26.2 


Idler . . 


. 3 37 23 


4 11 23 


4 09 35.1 


Silvie . 


. 3 55 12 


4 29 12 


4 23 45.3 



PAINE-BURGESS TESTIMONIAL. 



21 



NAME. 




FINISH. 


E 


LAPSED 
TIME. 


CORRECTED 
TIME. 




H. 


H. 


s. 


H. 


M. S. 


H. 


M. S. 


* America . 


3 


47 


54 


4 


21 54 


4 


23 51.4 


*Dauntless . 


. 3 


35 


281 


4 


09 231 


4 


29 19.2 


Mado'ie 


3 


55 


07 


4 


29 07 


4 


29 57.1 


Phantom . 


3 


55 


05 


4 


29 05 


4 


30 44.5 


Alice . . . 


4 


18 


271 

2 


4 


52 271 


4 


34 15.2 


Halcyon . 


4 


03 


08 


4 


37 08 


4 


00 35.9 


* Cambria . 


. 4 


00 


57 


4 


34 57 


4 


37 38.9 


Calypso . 


4 


15 


29 


4 


49 29 


4 


40 21.3 


*Fleetwinsf 


4 


02 


091 


4 


3G m 


4 


41 20.5 


Madelaine 


. 4 


14 


46 


4 


48 46 


4 


42 35.4 


*Tarolinta . 


. 4 


10 


23 


4 


44 23 


4 


47 29.2 


*Rambler . 


. 4 


51 


351 


4 


51 351 


4 


48 35.5 



It will be seen that the race was won by the Magic, 
a yacht much smaller than most of her competitors. By 
the table of entries in 1871, giving cubical contents for 
measurement, we find Magic, 2,492 feet; Idler, 2,932 
feet; Dauntless, 7,124 feet; Sappho, 7,431 feet; Rambler, 
5,909 feet. 

The race was, however, a finality for that year, and the 
little Magic stands first on the list of defenders of' the 
Cup, as the Cambria l does on the roll of its assailants. 



i It may be noted that in 1870 the New York yacht Sappho was sent to 
England, and there raced with the Cambria, winning the first race, May 10. 
On the second race Mr. Ashbury refused to sail, and the Sappho went over 
the course alone. The third race was also won by the Sappho. Then the 
Cambria raced the Dauntless from Gaunt Head, Ireland, to Sandy Hook 
Lightship, and the English boat won by 1 hour and 17 minutes. After the 
America's Cup race the Cambria sailed in various matches here, but was beaten 
by the Palmer, the Sappho, and the Dauntless. 



22 PAINE-BURGESS TESTIMONIAL. 



SECOND INTERNATIONAL RACE, 1871. 

Mr. Ashbury, after bis experience witb tbe Cambria. 
resolved to build another yacht and to challenge again the 
defenders of the America's Cup. In the spring and 
summer of 1871 he had an extensive correspondence with 
the officers of the New York Yacht Club, complaining 
especially of their former decision, by which a challenger 
was obliged to sail against tne whole fleet. After consid- 
erable discussion, and with the approval of Mr. George 
L. Schuyler, the only survivor of the donors of the Cup, 
the Club decided that they would " sail one or more rep- 
resentative vessels against the same number of foreign 
challenging vessels." Then Mr. Ashbury claimed that, as 
he belonged to twelve different British yacht clubs, he 
was entitled to a separate race for and in behalf of each 
club, and that, if he won a single race, the Cup was to be 
awarded to the club which he represented on that day. 

This the New York Club considered as inadmissible under 
the deed of trust controlling the Cup ; but it was finally 
agreed that there should be seven races sailed between 
Oct. 16 and Oct. 25, — three over the New York Club 
course, and four over a course of twenty miles to wind- 
ward beyond Sandy Hook Lightship and back. 

Mr. Ashbury's new yacht was the Livonia, and the 
New York Club named the keel-schooners Sappho and 
Dauntless, and the centre-board schooners Columbia and 
Palmer, reserving the right to name one of these as the 

7 Co 

competitor of the Livonia on the morning of each race. 

The Livonia's dimensions were as follows : Tonnage, 280 

tons, old measurement; tonnage for racing, 264 tons; length 



tAINE-BURGESS TESTIMONIAL. 23 

between perpendiculars, 115 feet 2 inches; beam, 23 feet 
7 inches; draught, 12 feet 6 inches; length of mainmast 
from hounds to deck, 68 feet; foremast, 64 feet. 

The first and second races were won by the Columbia, 
the inside course by 27 minutes and 4 seconds ; the out- 
side by about 7 minutes. The third race was won by 
the Livonia, by 15 minutes and 10 seconds, owing to 
accidents to her competitor. 

The fourth and fifth races were won by the Sappho, 
respectively by 30 minutes and 21 seconds, and 25 minutes 
and 27 seconds. 

The second race was claimed by Mr. Ashbury on tech- 
nical grounds, which were disallowed by the Club ; and the 
contest closed with the American boats winning four out 
of the first five races, and thereby closing the series of 
seven. Much bad feeling was caused by Mr. Ashbury's 
claims and protests ; but had he been allowed to call the 
second race a draw, there is no probability that his position 
would have been improved, as the Livonia was also 
beaten in October by the Dauntless. 

THIRD INTERNATIONAL RACE, 1876. 

After an interval of five years a new competitor presented 
himself for the America's Cup. This was Mr. Charles 
Gifford, of the Royal Canadian Yacht Club, who named the 
Countess of Dufferin as the challenging vessel. As 
usual the challenge asked for some modification of the 
rules of the New York Club. We have seen that the trust 
deed provided strictly for one race only, open to the whole 
fleet. The holders of the America's Cup had already 



24 PAINE-BTTRGESS TESTIMONIAL. 

limited their defence to one vessel for each race, and now, 
after some correspondence, they further conceded that the 
challenging yacht should sail against only one opponent, 
to be named in advance, to sail all the races. Moreover, 
as many yachtsmen considered the New York Club's inside 
course to be a bad one for a stranger, the Club decided 
to sail three races, — one inside, one outside, and the third, 
if required, to be decided by lot. 

The Countess of Dufferin is described as 221 tons reg- 
ister, 107 feet over all, 24 feet beam, and 6^- feet draught. 
Her official certificate of measurement, from the Secretary 
of the Eoyal Canadian Yacht Club, stated her length at 
91 feet 6 inches ; beam, 23 feet 6 inches ; and her ton- 
nage at 200 tons. Her mainmast was 65 feet, and her 
topmast 30 feet long, with a main-boom 55 feet in length. 
It was conceded that the Canadian boat was built upon 
the model of our own boats, and, as the result proved, 
she was only a rough copy at that. The New York Club 
selected as its champion the Madelaine^ built as a sloop 
in 1868, afterwards lengthened, and a second mast added. 
She was at this time owned by Com. Jacob Voorhis, Jr. 

The measurement at the first race gave Countess 
95.53 feet water-line; 9,028.04 cubic feet, contents. 
Madelaine, 95.02 feet water-line; 8,499.17 cubic feet, 
contents. 

The first race, over the inside course, was sailed August 
11, and the Madelaine won lyy 9 minutes 58 seconds 
actual time, and 10 minutes 59 seconds corrected time. 
The second race, twenty miles to windward from Sandy 
Hook and return, was sailed August 12, and the Made- 
laine again won, by 27 minutes 14 seconds corrected 



PAINE-BURGESS TESTIMONIAL. 25 

time. The America sailed over the course at the same 
time, and beat the Canadian yacht by 19 minutes and 9 
seconds. Even these figures fail to give the real inferi- 
ority of the challenging boat, as she was overmatched in 
every respect. 



Another period of five years elapsed before American 
yachtsmen were called upon to defend the Cup. Capt. 
Alexander Cuthbert, of Belleville, Out., was the real pro- 
jector of the previous Canadian attempt, and in 1881 he 
built the sloop-yacht Atlanta for the purpose of again 
trying his luck. A challenge was made in his behalf by 
the Bay of Quinte Yacht Club, of Belleville, of which he 
was a member. The New York Yacht Club, as usual, 
waived the six months' notice required by the rules, and 
proceeded to select a champion from their own boats. 
After various trials the Mischief was chosen to defend 
the Cup. 

FOURTH INTERNATIONAL RACE, 1881. 

The Atlanta varied the monotony of the previous 
attempts by arriving in New York via the Erie Canal. 
She was about forty-five tons, and measured 70 feet 1 
inch over all ; 62 feet 10 inches on the water line ; 19 
feet beam ; 6 feet 10 inches depth of hold. She drew 
5 feet 6 inches aft, and 3 feet 6 inches forward, and 
with board down, 16 feet 6 inches. Her spars were a 
70-foot mast, 34-foot top-mast, 25 -foot bowsprit, outboard, 
70-foot boom, and 36-foot gaff. 



26 PAIXE-BURGESS TESTIMONIAL. 

The Mischief was considered at the time the best 
boat in the fleet, though the Grade was but little 
inferior; and each, as the result proved, was abundantly 
able to protect the Cup. 

The first race was assigned for November 8, the Cana- 
dian being unable to appear earlier ; but was not sailed 
on that day, owing to there being so little wind that 
there was no probability of making the race in the 
stipulated time of eight hours. It was sailed, however, 
on November 9, the Mischief beating the Atlanta by 
28 minutes and 30^ seconds, corrected time, while the 
Grade also beat the Mischief by 6 minutes 27 seconds, 
corrected time. 

The second and final race was sailed November 10, 
the course being sixteen miles to leeward from buoy 
No. 5, and return. The Mischief beat the Atlanta 38 
minutes 54 seconds, and the Grade beat the Canadian 34 
minutes 16 seconds, the Mischief also beating the Grade. 

The victory was so easy as to render the race a farce. 
The Canadian boat was evidently pitted against antagonists 
entirely beyond her strength, and the success won was a 
poor recompense for the trouble and expense to which the 
defenders of the Cup had been put. 

The Cup was accordingly surrendered to the survivor 
of the donors and regranted on new conditions, as set 
forth in the following papers : — 

New Yoek, Januaiw 4, 1882. 
To the Secretary of the New York Yacht Club: — 

Dear Sm, — I have to acknowledge the receipt of your letter 
of Dec. 17, 1881, enclosing the resolutions of the New York 



PAINE-BURGESS TESTIMONIAL. 27 

Yacht Club of that date, and also the return of the America's 

Cap to me as the survivor of the original donors. 

i 

I fully concur with the views expressed in the resolutions, that 
the deed of gift made so many years ago is, under present circum- 
stances, inadequate to meet the intentions of the donors, and too 
onerous upon the club in possession, which is required to defend 
it against all challengers. 

As the New York Yacht Club, by your communication and under 
the resolutions themselves, express a desire to be again placed in 
possession of the Cup under new conditions, I have conferred with 
the committee appointed at the meeting, and have prepared a new 
deed of gift of this Cup as a perpetual Challenge Cup. It is 
hoped that, as regards both challenging and challenged parties, 
its terms will be considered just and satisfactory to organized 
Yacht Clubs of all countries. 

There is one clause which may require explanation. Owiug 
to the present and increasing size of ocean steamers it would 
be quite feasible for an American, English, or French Club to 
transport on their decks yachts of large tonnage. This might 
be availed of in such a way that the match would not be a test 
of sea-going qualities as well as of speed, which would essentially 
detract from the interest of a national competition. 

The America's Cup is again offered to the New York Yacht 
Club, subject to the following conditions : — 

Any organized Yacht Club of a foreign country, incorporated, 
patented, or licensed by the Legislature, admiralty or other 
executive department, having for its annual regatta an ocean 
water -course on the sea or on an arm of the sea (or one 
which combines both), practicable for vessels of 300 tons, shall 
always be entitled, through one or more of its members, to the 
right of sailing a match for this Cup, with a yacht or other 
vessel propelled by sails onty, and constructed in the country 
to which the Challenging Club belongs, against any one yacht 



28 PAIXE-BUKGESS TESTIMONIAL. 

or vessel as aforesaid, constructed in the country of the club 
holding the Cup. 

The yacht or vessel to be of not less than 30 or more than 
300 tons, measured by the Custom-House rule in use by the 
country of the challenging party. 

The challenging party shall give six months' notice in writing, 
naming the day for the proposed race, which day shall not be 
less than seven months from the date of the notice. 

The parties intending to sail for the Cup may, by mutual con- 
sent, make any arrangement satisfactory to both as to the date, 
course, time allowance, number of trials, rules, and sailing; resrula- 
tions, and any and all other conditions of the match, in which 
case also the six months' notice may be waived. 

In case the parties cannot mutually agree upon the terms of 
a match, then the challenging party shall have the right to con- 
test' for the Cup in one trial, sailed over the usual course of the 
Annual Eegatta of the club holding the Cup, subject to its rules 
and sailing regulations, the challenged party not being required to 
name its representative until the time agreed upon for the start. 

Accompanying the six months' notice there must be a Custom- 
House certificate of the measurement, and a statement of the 
dimensions, rig, and name of the vessel. 

No vessel which has been defeated in a match for this Cup 
can be again selected by any club for its representative until 
after a contest for it by some other vessel has intervened, or 
until after the expiration of two years from the time such con- 
test has taken place. 

Vessels intending to compete for this Cup must proceed under 
sail on their own bottoms to the port where the contest is to 
take place. 

Should the club holding the Cup be for any cause dissolved, 
the Cup shall be handed over to any club of the same nationality 
it may select which comes under the foregoing rules. 



PAINE-BURGESS TESTIMONIAL. 29 

It is to be distinctly understood that the Cup is to be the 
property of the club, and not of the owners of the vessel winning 
it in a match, and that the condition of keeping it open to be 
sailed for by organized Yacht Clubs of all foreign countries, 
upon the terms above laid down, shall forever attach to it, thus 
making it perpetually a Challenge Cup for friendly competition 
between foreign countries. 

GEORGE L. SCHUYLER. 

A copy of this communication was sent to all foreign 
yacht clubs, accompanied by the following letter from the 
Secretary of the New York Club : — 

The New York Yacht Club, having accepted the gift, with the 
conditions above expressed, consider this a fitting occasion to 
present the subject to the Yacht Clubs of all nations, and invoke 
from them a spirited contest for the championship, and trust that 
it may be the source of continued friendly strife between the 
institutions of this description throughout the world, and there- 
fore request that this communication may be laid before your 
members at their earliest meeting, and earnestly invite a friendly 
competition for the possession of the prize, tendering to any 
gentleman who may favor us with a visit, and who may enter 
into the contest, a liberal, hearty welcome, and the strictest 

fair play. 

CHARLES A. MINTON, 

Secretary New York Yacht Club. 

THE CHALLENGE OF THE GENESTA. 

Mr. J. Beavor->Vebb, an English yacht designer of note, 
took the initiatory steps toward the international struggle 
for the America's Cup in 1885. In a letter, which was 



30 PAINE-BURGESS TESTIMONIAL. 

received on Dec. 29, 1884, he notified the New York Yacht 
Club of challenges for the America's Cup, from Sir Richard 
Sutton, Bart., owner of the English cutter Genesta, and 
from Lieut. William R. Henn, R.N., owner of the English 
cutter Galatea, which was then in process of construction. 
At a meeting of the Club, held on Feb. 26, 1885, Mr. 
Beavor- Webb's formal challenges, cabled on that day, were 
accepted, and were as follows : — 

18 Cranby Gardens, S.W., 

London, Feb. 26, 1885. 

To Charles Minton, /Secretary of the New York Yacht Club : — 

Dear Sir, — Referring to my letter of the 6th of December 
last, I now beg to challenge, on behalf of Sir Richard Sutton, 
Bart., and Lieutenant Henn, R.N., for the America Cup, in 
accordance with Mr. Schuyler's letter of 4th of January, 1882, 
embodied in your letter of loth of February, 1882. Sir Richard 
Sutton challenges on behalf of the Royal Yacht Squadron, of 
which he is a member, and Lieutenant Henn on behalf of the 
Royal Northern Yacht Club, of which he is a member. The 
regatta courses of both these clubs are on the sea or upon the 
arms of the sea, and are practicable for yachts of 300 tons. I 
inclose letters from the Secretaries of the Royal Yacht Squadron 
and the Royal Northern Yacht Club, authorizing Sir Richard 
Sutton, Bart., and Lieutenant Henn, R.N., to challenge as 
representing these clubs. 

Sir Richard Sutton's Genesta is cutter-rigged, and her dimen- 
sions are : length on load water-line, 81 feet ; beam, 15 feet ; 
depth moulded, 11.75. Her tonnage, according to the Yacht 
Racing Association rules, is 80 tons. It is not possible- to comply 
literally with paragraph 11 of the conditions, as there is no such 
thing in this country as a Custom-house certificate of measurement, 



PAIXE-BUKGESS TESTIMONIAL. 31 

hut I inclose a certified extract from the ship's register, in which 
her dimensions and tonnage are stated. The register itself, being 
the title to the vessel, obviously cannot be sent. The Genesta's 
dimensions are also given in Lloyd's Yacht Register for 1884, 
which register is deemed official. 

Lieut. Henn's yacht, the Galatea, is to be cutter-rigged. 
Her dimensions are : length on the load water-line, 8G.80 feet : 
beam, 15 feet ; draught extreme, 13.50 ; depth moulded in figures, 
blank copy. A certified copy of her dimensions is inclosed. 
It is intended that Sir Richard Sutton's challenge shall take 
priority of Lieut. Henn's challenge. Therefore, if Sir Richard 
Sutton's yacht is fortunate enough to win the Cup, Lieut. Henn's 
challenge, under the conditions of the contest paragraph, neces- 
sarily falls to the ground ; but, should Sir Richard Sutton's 
cutter be beaten, it is proposed that the match with Lieut. 
Henn's vessel shall take place as soon as practicable after those 
with Sir Richard Sutton's vessel. It is further proposed that 
the matches with the Genesta shall be sailed between the 20th 
of August and September 1, and those with the Galatea before 
September 17, the latter date being within seven months of the 
date of this letter, as required by the eighth paragraph of the 
conditions. It is also proposed that each match shall consist 
of three races over the same course, sailed on different days, 
with at least one intervening day, either yacht winning two out 
of the three races to be the winner. As it was the intention 
of the donors of the cup, as expressed in Mr. Schuyler's letter 
of January 4, 1882, that the contest for its possession should 
be sailed over an open sea-course, it is the wish of the chal- 
lengers that an ocean course should be selected, free, so far 
as practicable, from all complications as to tides and shallow 
water. The challengers further suo-o-est that the time allow- 
ance between the competing yachts should be the mean of 
the time ascertained by the New York Yacht Club, and the 



32 PAINE-BUKGESS TESTIMONIAL. 

Yacht Racing Association rules of measurement and time allow- 
ances. 

It is very important that the details of the races should 
be settled under the ninth paragraph of the conditions, because 
in the following paragraphs there is a condition which might 
give advantage to the holders of the Cup, namely, the condition 
which would enable them to name their representative at the 
time of the start, and then to select their vessel according to 
the weather. The challengers themselves do not attach much 
importance to this condition, but it is obviously desirable to 
avoid anything in such contests which might have the appearance 
of giving the advantage to one side. The challengers therefore 
respectfully suggest, for the purpose of settling the details 
referred to in paragraph nine, that each party should name a 
representative, with a referee mutually chosen. The challengers 
think that Mr. G. L. Schuyler, the surviving donor of the Cup, 
would be the most appropriate person, if he would undertake 
the office, to act as referee ; and, if this suggestion meets with 
the concurrence of the members of the New York Yacht Club, 
the challengers name J. M. Woodbury, Fleet Surgeon of the 
Seawanhaka Yacht Club, as their representative. 

In conclusion, I am to add that the challengers, desiring 
that these contests should be a true test between the American 
and English types of yacht, will do everything in their power 
to insure that result, and they feel satisfied that their views 
will be fully appreciated and reciprocated by the members of 
the New York Yacht Club. 

I shall be happy to furnish any information that may be 

required. I remain, dear sir, for Sir Richard Sutton, Bart., and 

Lieut. Henn, R.N., yours faithfully, 

J. BEAVOR-WEBB. 

The following committee were given entire charge of the 
details for the races : Philip Schuyler, J. F. Tarns, C. 



G 

> 
2 




PAIXE-BURGESS TESTIMONIAL. 33 

H. Stebbins, Jules A. Montant, Joseph R. Busk, and 
Vice-Coni. George L. Schuyler. 

It was decided that there should be two, and if neces- 
sary three, races, — one over the regular New York Yacht 
Club course ; distance, 38 miles ; one over a triangular course 
of 40 miles, outside of Sandy Hook, X. J. ; and one over 
a forty-mile course (twenty miles to windward and twenty 
miles to leeward) off Sandy Hook. The limit of time for 
sailing each race was fixed at seven hours, and provision 
was made for accident. The measurement rules of the Xew 
York Yacht Club were adopted, and it was agreed that 
the Cup defender should be named at least one week 
prior to the first race. 

The method of obtaining the racing length of the yachts 
was as follows : — 

2 X water-line length + y sail area. 



THE BOSTON SLOOP PURITAN. 

In the early part of 1885, five gentlemen, members of 
the Eastern Yacht Club, consisting of Vice-Corn. J. Mai- 
colm Forbes, Gen. Charles J. Paine, Mr. Edward Burgess, 
Secretary, Mr. William Gray, Jr., and Mr. Francis H. 
Peabocby, met at the office of Mr. Forbes to discuss mat- 
ters appertaining to the Club. Allusion to the challenge 
of the Genesta was there made, and, after a discussion of 
the relative types of English and American yachts, it was 
agreed that none of the latter possessed the speed neces- 
sary to successfully defend the challenge. Mr. Pcabody 
having withdrawn, the other gentlemen continued the con- 



34 PAINE-BURGESS TESTIMONIAL. 

versation until the enthusiasm increased to the point of 
suggesting the building of an Eastern boat which would 
combine all the recent ideas in American yacht designing. 
The suggestion met with hearty approval, and plans were 
then made to secure the cooperation of other yachtsmen, 
the syndicate to assume the entire cost of designing, 
building, and fitting out the new boat. At a subse- 
quent meeting the syndicate was formed, the members 
being Gen. Charles J. Paine, Vice-Com. J. Malcolm 
Forbes, Mr. William Gray, Jr., Com. Henry S. Hovey, 
Rear-Coin. William F. Weld, Mr. Augustus Hemenway, Mr. 
W. H. Forbes, Mr. John L. Gardner, Mr. J. Montgomery 
Sears, Mr. F. L. Higginson, and one other, who desired 
that his name be not made public. The stock was 
divided into ten shares, one being divided between Messrs. 
Sears and Higginson. The entire responsibility of design- 
ing, building, and sailing the yacht was placed with 
Messrs. Forbes, Paine, and Gray, the former being chosen 
chairman of the committee. In their subsequent consulta- 
tions the committee sought the advice of Mr. Edward 
Burgess, in whose ideas they had much faith. About 
this time it was learned that Messrs. James Gordon Ben- 
nett and W. P. Douglas, of the New York Yacht Club, 
had undertaken the building of an iron sloop, which w T as 
afterward named the Priscilla, to compete for the same 
honors. The Boston gentlemen, urged on by this intelli- 
gence, exerted themselves to combine in the Boston sloop 
the very best ideas obtainable, and, after a frequent ex- 
change of views, Mr. Burgess handed to them the designs 
of a yacht which eventually brought renown to her designer, 
her owners, and to the city of Boston. 



PAINE-BURGESS TESTIMONIAL. 35 

Messrs. George Lawley & Sons, of South Boston, secured 
the contract for the construction, and when the sloop left 
their hands their work was declared to have been well and 
faithfully performed. The keel was laid in March, and the 
new sloop, christened Puritan, was launched on May 26, 
1885. The name was given by Mr. Forbes, and her coat 
of white, symbolic of purity, corresponded with the name. 
The rigging and (itting-out progressed rapidly, under the 
supervision of the committee. 

The Puritan is a centre-board yacht, and built entirely 
of wood. Her keel was shaped from an oak stick, 56 
feet long and 26 inches square. The lead keel is 45 
feet long, 2 feet wide, and 16 inches deep. The frames 
are of the best white oak, spaced 22 inches on the 
centres. The centre-board, of hard pine, with upper 
and lower planks of t>ak, is 22 feet long, 11 feet 
deep, and 4 inches thick. The five lower strakes of 
the hull are of oak and are copper-fastened. Above 
the water-line the planking is of hard pine, 2j inches 
thick. On the deck, which is flush, the planking 
is of white pine, and runs the entire length of the 
yacht. 

Her frames are double, except those about the 
stern-post and stem. The rudder-head is of locust, 10 
inches in diameter ; the backing is of oak, and tapers to 
2 1 inches. The after-companion-way is 5x3 feet, and 
the forward one 3 feet square, and they, with the sky- 
lights, are of mahogany. Hackmatack was used for the 
twelve pairs of hanging knees, and yellow pine, 8x10 
at the mast and Q\ and 5J- inches for the others, was 
used for the deck beams. The step of the mast is made of 



36 PAINE-BURGESS TESTIMONIAL. 

iron, which weighs 1,000 pounds, and is strongly bolted 
to the keel. Attached to the lower plank of the centre- 
board is an iron shoe weighing 900 pounds, and having 
a knife edge. The stanchions are made of locust, 16 
inches forward and 14 inches aft, and the rail is of oak. 
The interior finishing and furnishing are of the best. The 
main cabin, 16x12 feet, is finished in mahogany and 
pine, and has two mahogany sideboards, large lounges, 
and mahogany posts carved to resemble ships' cables. 
The ladies' cabin, abaft the main saloon, is beautifully 
furnished and has every convenience. Two state-rooms, 
10^x6 J- feet, are forward of the cabin, and just forward of 
these is a lavatory. There is a room for the captain, two 
for the mates, a roomy galley, and a forecastle with iron 
swinging-berths, which w-ill accommodate eighteen men. 
Crucible steel wire was used for the rigging. Messrs. 
H. Pigeon & Sons, of East Boston, furnished the spars, and 
Messrs. J. H. McManus & Son, of Boston, the sails, which 
are of Plymouth duck. 

The maiden trip of the Puritan was made on the 17th of 
June, 1885, only, however, for the purpose of stretching 
her sails, and not to test her speed. On this occasion, 
as on all others during that season, she was under the 
command of Capt. Aubrey Crocker, of Cohasset, Mass., 
who was an adept at yacht sailing, and had attracted the 
attention of the Puritan's owners by his skilful handling 
of the sloop Shadow, in which he won many victories. 
The trial trip of the Puritan w T as made on June 20, 
1885, and on this and subsequent trials the result was 
most gratifying. On the 30th of June she was entered 
for her first race, in the regatta of the Eastern Yacht 





< 

Eh 

CO 

W 

o 



PAINE-BURGESS TESTIMONIAL. 37 

Club, off Marblehead ; and ov r er a triangular course of 30 
miles she led the fleet, and easily defeated the fastest 
Eastern sloops and schooners. She showed remarkable 
speed during the cruise of the New York Yacht Club in 
July, and on August 3 she won the Goelet Cup, off New- 
port, R.I., defeating not only the crack yachts Bedouin, 
Grade, Mohican, Fortuna, and Mbntauk, but the New 
York sloop Priscilla, which had been built to contend with 
her for the honor of sailing for the America's' Cup in 
September. With slight alterations in her ballast and main- 
boom she was ready to enter the contest which should decide 
which American sloop would be named to sail with the 
Genesla for the international trophy. Her official measure- 
ments, as given by her designer, were as follows : — 

Length over all, 94 feet; length on water-line, 81 feet l 1 
inches ; beam, 22 feet 7 inches ; draught, 8 feet 8 inches ; 
length of mast, from deck to hounds, 60 feet ; length 
of top-mast, 44 feet ; length of main-boom, 76 feet 6 
inches ; length of gaff, 47 feet ; length of bowsprit, out- 
board, 38 feet; length of spinnaker boom, 62 feet; dis- 
placement, 105 tons ; ballast, 48 tons ; sail area (New York 
Yacht Club rules), 7,1)82 square feet; racing measurement 
(New York Yacht Club rules), 83.85. 



THE ENGLISH CUTTER GENESTA. 

The English cutter Genesta, owned by Sir Richard 
Sutton, Bart., hailed from Glasgow, Scot., and was de- 
signed by Mr. J. Beavor-Webb, of England. Built in 
the best manner by Messrs. D. & W. Henderson, of 
Glasgow, Scot., at Partick, on the Clyde, in the winter 



38 PAIXE-BURGESS TESTIMONIAL. 

of 1883-4, she was launched in April, 1884. Her owner 
is a gentleman of large fortune and an excellent reputa- 
tion as a yachtsman, and in the Genesta every care Avas 
taken in construction and fitting to make her as perfect a 
boat as money could procure. 

She is a typical English cutter, and a fine-looking 
vessel, and up to the year 1885 was, undoubtedly, the 
fastest English yacht ever sent to these shores. Her 
measurements, as given by her designer for this work, 
are as follows : — 

Length over all, 96.40 feet; length on water-line, 81 
feet; beam, 15 feet; draught, 13 feet; depth of hold, 
11.75 feet; area of midship section, 103 feet; length of 
mast, from deck to hounds, 52 feet; length of top-mast, 47.50 
feet ; length of boom, 70 feet ; length of gaff, 44 feet ; 
length of bowsprit, outboard, 36.50 feet; length of spinnaker 
boom, 64 feet ; displacement, 141 tons ; total ballast, 72 tons ; 
ballast on keel, 70 tons; sail area (Xew York Yacht 
Club rules), 7,150 square feet; racing measurement (Xew 
York Yacht Club rules), 83.50. 

Her frame is of steel, and she is planked with oak. 
Keelson, stringers, and strengthening plates are all of steel, 
and she is steadied by a lead keel weio-kin^ 70 tons. The 
deck fittings present various novelties. The bowsprit, 
which is a reefing one, comes over the stem-head in the 
centre of the yacht, with more than the usual difficulties 
in the way of reefing it. To obviate this difficulty one 
of the cheeks of the steel bits is hinged. This device 
permits the bowsprit heel to be swung around clear of 
the scuttle and the capstan, and run aft alongside the 
mast. The fore-scuttle, oval in form, is a section of 



PAIXE-BURGESS TESTIMONIAL. 39 

steel tube, around which the wire fall of the bobstay 
tackle is coiled in easier turn than it would be belayed 
in the ordinary way. In consequence of her deck fittings 
one feature is especially noticeable, — the appearance of 
light and elegance everywhere attained, and which adds to 
the available space for handling the yacht. 

The Genesta has a fine cabin, fitted up lightly and 
elegantly, a ladies' cabin aft, and spacious accommodations 
for the captain, crew, and steward. The whole length of 
the yacht has been utilized, and the space obtained is 
remarkable. The hull is coppered to within a few feet 
of her covering board. Her rigging is of modern English 
style, with runners, runner pennants, and runner tackles 
to brace aft the mast, also preventer back-stays. She 
carries a main-sail, club and working top-sails, forestay-sail, 
jib, jib top-sail, balloon jibs, balloon-jib top-sail,, and 
spinnaker, which were made by the famous English sail- 
maker, Lapthorne. 

The Genesta' s deck gains in length of look from the fine- 
ness of her ends, her counter being the narrowest and 
lightest seen on any cutter of the same size up to this 
time. The dead rise of the Puritan and Genesta differ 
greatly, the Genesta being wedge-shaped, while the Puri- 
tan has a fuller and more rounding hull. Her sailing- 
master, during her advent in American waters, was Capt. 
John Carter, who was a clever Clyde sailor of much expe- 
rience in sailing racing-yachts. 

The first race in which the Genesta took parj: was 
sailed on May 31, 1884, when she defeated the fast 
English yacht Vanduara by 2 minutes and 55 seconds, 
from Southend to Harwich. This victory was followed 



40 PAIXE-BUEGESS TESTIMONIAL. 

by numerous others ; and she proved to be a boat of 
wonderful speed and reflected high credit on her designer. 
In thirty-four contests with the best English yachts she 
won seven first and ten second prizes. On her arrival 
on this side of the Atlantic, in the summer of 1885, she 
was thoroughly overhauled, preparatory to the Cup races, 
but her ris; and ballast were not altered. 



THE TEIAL EACES OF 1885. 

The America's Cup committee of the New York Yacht 
Club bavins: sriven notice that three trial races would be 
sailed by yachts, to be entered for the honor of defend- 
ing America's title to the Cup, the first trial was set for 
Thursday, Aug. 20, 1885, the course being from the 
lightship Wreck of Scotland, oft* Sandy Hook, X.J., 
around a mark-boat stationed twenty miles to windward 
and back to the starting-point. 

On that day, however, the wind was so light that a 
postponement was made, and the first race occurred on 
Friday, August 21. 

The following yachts were entered : — 

Puritan, centre-board sloop, Boston, racing measurement, 
83.85 ; Priscilla, centre-board sloop, Xew York, racing 
measurement, 85.30 ; Grade, centre-board sloop, Xew York, 
racing measurement, 71.62; Bedouin, cutter, Xew York, 
racing measurement, 71.45. 

The wind at the start was blowing from the south at 
the rate of nine miles an hour, and when the whistle to 
send the boats off was blown, they all had their main-sails, 
working gaff-top-sails, and two jibs set. The Puritan and 



PAINE-BURGESS TESTIMONIAL. 41 

the Priscilla crossed the line together at 11: 13: 48, 
the Grade, at 11 : 14: 06, and the Bedouin, at 11 : 14: 40 
o'clock. 

The interest in the race centred principally in the per- 
formances of the Puritan and Priscilla, owing to the 
general belief in the superiority of the new models, and 
because of the local pride exhibited respectively by the 
admirers of the Boston and the New York boats. The 
race was a fine one in every respect, and was well con- 
tested from start to finish, resulting in a decisive victory 
for the Puritan, which crossed the line fully two miles 
ahead of the Priscilla. 



THE SUMMARY OF THE RACE. 

Course. — 40 miles; 20 miles to windward and return, 
AVind. — Average force about 9 knots, south. 



Start. Outer Mark. Finish. 



Elapsed Corrected 

Time. Time. 



H. M. S. H. M. S. H. M. S. H. M. S. H. 31. S. 

Puritan 11 13 48 2 28 00 4 12 07 4 58 19 4 57 05 

Priscilla .... 11 13 48 2 40 37 4 22 05 5 08 17 5 08 17 

Bedouin .... 11 14 40 2 52 15 4 40 09 5 25 29 5 15 51 

Grade 11 14 06 3 13 10 4 56 39 5 42 33 5 32 58 

The Puritan defeated the Priscilla by 11 minutes 12 
seconds ; the Bedouin, by 18 minutes 46 seconds ; the Grade, 
by 35 minutes 53 seconds. 

The Priscilla allowed the Puritan 1 minute 14 seconds ; 
the Bedouin, 9 minutes 38 seconds ; the Grade, 9 minutes 
35 seconds. 



42 PAINE-BUR.GESS TESTIMONIAL. 

The Secoxd Teial Race took place Aug. 22, 1885, 
over a triangular course of forty miles, beginning at the 
Scotland Lightship and running thirteen and one-third miles 
south-east by east, half east. The entries were the same as in 
the previous contest. The wind was south-west by south, 
and was lio-ht, with a fine rain falling. The Puritan crossed 
the line at 12:25:45: the Priscilla, at 12:26:27: the 
Grade and Bedouin, 12 : 27 o'clock. 

The Priscilla was more fortunate in this race, and suc- 
ceeded in crossing the finish line a winner by 5 minutes 
14 seconds, corrected time. 



THE SUMMARY OF THE RACE. 

Course. — 40 miles, over an equilateral triangle, starting 
from the Scotland Lightship. 

Wind. — Li^ht, south-west by south. 



First Second Elapsed Corrected 

Start. Finish. 

Mark. Mark. Time. Time. 

H. M. S. H. M. S. H. M. S. H. M. S. H. M. S. H. M. S. 

Priscilla . . 12 26 27 2 16 05 5 30 54 6 32 53 6 06 26 6 06 26 

Puritan . . . 12 25 45 2 17 00 5 32 43 6 38 39 6 12 54 6 11 40 

Gracie . . . 12 27 00 2 29 47 6 00 36 7 12 34 6 45 34 6 35 59 

Bedouin . . 12 27 00 2 41 40 6 00 25 7 26 10 6 59 10 6 49 32 



The Priscilla defeated the Puritan 5 minutes 14 seconds ; 
the Gracie, 29 minutes 33, seconds; the Bedouin, 43 minutes 
6 seconds. 

The Priscilla allowed the Puritan 1 minute 14 seconds ; 
the Gracie, 9 minutes 35 seconds ; the Bedouin, 9 minutes 
38 seconds. 



PAINE-BUEGESS TESTIMONIAL. 43 

The Third Trial Race Occurred Monday, Aug. 24, 

1885, and was over the regular inside course of the New 
York Yacht Club, starting from buoy 18, off Ba\^ Ridge, to 
and around buoy 10, passing to the west and south of it; 
thence to buoy 8 J, passing south of it, and north of buoy 5, 
off the point of Sandy Hook, to and around the Sandy Hook 
Lightship, leaving it on the starboard, and then returning 
over the same course, finishing at buoy 15. Distance, 38 
miles. 

There was a seven-knot breeze from the south-south-west, 
and the yachts crossed the starting-line in the following 
order : Puritan, 10 : 50 : 28 ; Priscilla, 10 : 50 : 30 ; Grade, 
10 : 50 : 46 : and Bedouin, at 10 : 51 : 01 o'clock. 

The interest in this race was, as before, centred in the 
two new sloops, and was still further heightened from the 
fact that the race would, without doubt, determine which of 
the two boats was to be selected to defend the Cup. A 
most exciting contest took place, resulting in another victory 
for the Puritan, under conditions of wind, etc., which were 
considered specially favorable to her foremost rival. 



THE SUMMARY OF THE RACE. 

Course. — 38 miles; New York Yacht Club inside course. 
Wind. — Average force about 7^ knots; south-south-west . 





Start. 


Buoy S^. 


Sandy Hook 
Lightship. 


Buoy 10. 


Finish. 


Elapsed 

Time. 


Corrected 

Time. 




H. ->!. s. 


U. M. S. 


H. M. S. 


n. M. s. 


II. M. s. 


II. H. B. 


11. M. -. 


Puritan 


. 10 50 28 


12 02 45 


12 51 50 


2 04 28 


2 43 05 


3 :»•_» 37 


3 :>l 26 


Priscilla 


. 10 50 30 


12 04 10 


12 53 01 


2 06 10 


2 43 4S 


3 53 18 


3 :»:'» is 


Gracic 


. 10 50 46 


12 09 10 


1 00 22 


2 15 30 


2 58 41 


4 07 56 


3 53 48 


Bedouin 


. 10 51 01 


12 11 30 


1 05 50 


2 21 00 


3 05 33 


•4 14 32 


4 05 22 



44 PAIXE-BURGESS TESTIMONIAL. 

The Puritan defeated the Prisdlla by 1 minute 52 sec- 
onds ; the Grade, by 7 minutes 22 seconds; the Bedouin, 
by 13 minutes 56 seconds. 

The Priscilla allowed the Puritan 1 minute 11 seconds; 
the Bedouin, 9 minutes 10 seconds ; the Grade, 9 minutes 
7 seconds. 

The regatta committee subsequently discussed the rela- 
tive merits of the Puritan and Prisdlla under all condi- 
tions, and finally notified the owners of the Puritan that 
their boat had beeu selected to represent America in the 
coming international contest. 



THE AMERICA'S CUP RACES OF 18S5. 

The date for the first race between the Puritan and the 
Genesta, for the possession of the America's Cup, was 
fixed for Monday, September 7. The interest in the races 
had been continually increasing, and at this time had reached 
a pitch wholly unparalleled in yachting history. The races 
and the respective merits of the rival boats became an 
absorbing topic of conversation among all classes of the 
community, and conjectures as to the result were heard on 
every hand. 

The course fixed upon was that from the Scotland Light- 
ship, off Sandy Hook. X.J., twenty miles to windward 
and return ; and early on that bright September morning 
the grandest fleet ever seen in American waters, and prob- 
ably in the world, moved down Xew York harbor to the 
starting-point. A light wind, north by west, prevailed. 
Scarcely a cloud could be seen, and the air was as balmy 
as in June. As 10.30 o'clock, the time for starting the 



PAINE-BURGESS TESTIMONIAL. 45 

race, approached, it was seen that the force of the wind 
was not sufficient to enable the yachts to go over the 
course in seven hours, — the time stipulated in the condi- 
tions of the race. 

The wind subsequently shifted to the south-east and was 
blowing about five miles an hour, and increasing slightly. 
The committee decided to start the boats, and the prepara- 
tory signal was accordingly given at 1.31 o'clock. On board 
the Puritan were Messrs. Paine, Burgess, and Forbes, who 
took part with Capt. Crocker in the sailing of the yacht, 
while Sir Richard Sutton and Mr. Beavor-Webb assisted 
Capt. Carter on the Genesta. As the starting- whistle was 
blown, the Puritan was within one hundred feet of the line, 
over which she shot at 1 : 36 : 15, the Genesta following at 
1 : 37 : 37 o'clock. 

This contest, while it lasted, sufficed to show superior 
sailing qualities in the Puritan over those of the English 
cutter. Owing, however, to the failure of the wind, towards 
6 o'clock, it became apparent to the committee that the 
yachts could not reach the finish line within the required 
seven hours from the start, and the race was of necessity 
declared off at 6.30 o'clock; the yachts at that time being 
near the outer mark-boat, and the Puritan holding a lead 
of full}^ two and one-half miles. The yachts were towed 
back and anchored in the Horseshoe, at Sandy Hook. Al- 
though there was much disappointment over the postpone- 
ment, the results of the day's w T ork gave great satisfaction to 
the champions of the Puritan. The centre-board sloop had 
shown her abilhrv to outpoint and outfoot the cutter, for 
which such fine windward work had been claimed, and no 
fears as to her superiority in light winds were expressed. 



46 PAIXE-BUKGESS TESTIMONIAL. 

The Second Attempt, September 8. — On the follow- 
ing morning, Tuesday, September 8, the second attempt at 
a race was made, and ended in disappointment — even more 
keen than before. The breeze was fresh from the south- 
east, the weather being similar to that of the previous 
day, and there was every prospect of a splendid race. 
The two boats were in readiness for the contest and pro- 
ceeded to the starting-point. The preparatory signal had 
been given, and the boats were waiting to receive the 
final signal, when, by some miscalculation on the part of 
the skippers on the Puritan, while attempting to cross 
the bows of the Genesta, in going to windward, the two 
boats were brought into too close proximity, and a col- 
lision ensued. The Genesta' s bowsprit was driven through 
the Puritan's main-sail, making a laroe rent therein, and 
before it was possible to disengage it, the bowsprit was 
carried away and dragged helplessly over the Genesta's 
starboard bow. 

The rent in the Puritan's main-sail Avas about a yard 
square, but she was otherwise uninjured. As the Genesta's 
bowsprit crashed over the side, tearing off stays and head- 
sails, the splendid discipline of her English crew was dis- 
played to good advantage. There was no confusion; every 
man was in his place, and everything was speedily secured 
and stowed away. As the Genesta had the right of way. 
the committee immediately disqualified the Puritan. Sir 
Richard Sutton, however, refused to accede to the decision, 
and, with true sportsmanlike spirit, declared that he had 
come to America to test the relative merits of the cutter 
and centre-board sloop, and not to claim races on techni- 
calities. The owners of the Boston sloop conferred with 



PAINE-BURGESS TESTIMONIAL. 47 

Sir Richard, expressing profound regret for the accident, 
and offering to assume all the expense for repairs on the 
cutter. This offer, however, was refused by the Genesta's 
owner, who showed the most generous spirit throughout. 
Both yachts were immediately overhauled and put in 
thorough trim. 

The Third Attempt, Friday, September 11. — Both 
yachts having been given a trial spin on the second 
day following the accident, to learn if everything was in 
proper condition, the next attempt was made on Friday, 
September 11, over the 20-mile windward course from 
Scotland Lightship. Indications pointed to a heavy sea 
and a good breeze ; but the latter, although east-by-north 
and only about six knots, was increasing when the start 
was made. 

The Puritan crossed the line at 11:35:41, and the 
Genesta at 11 :35:48, the former being to windward. The 
Puritan had a decided advantage over the Genesta in this 
trial ; but the hopes of those who had expected a race 
were agained doomed to disappointment, for the wind 
died down gradually, and at 4.30 o'clock the Puritan, 
which was leading by one and one-half miles, was still 
two miles distant from the mark-boat, and it became appar- 
ent that the race could not be finished. At 5.52 o'clock 
the judges set the signal for a postponement. The Genesta 
had not then rounded the mark, but the Puritan had rounded 
fifteen minutes before. 

The Fourth Attempt, Saturday, September 12. — The 
fourth postponement occurred on Saturday, September 12, 
after the yachts had waited at the lightship until 2.25 
o'clock, during which time there was almost a dead calm. 



48 PAINE-BUKGESS TESTDIONIAL. 



THE EIEST FINISHED EACE. 

On Monday, Sept. 14, a race was sailed to the finish, 
and victory crowned the American sloop. 

The course was the "inside" one of 38 miles, starting 
from buoy 18, oif Bay Ridge, and was the same as that 
in the third trial race. The wind was light, from the 
south-west, at the time of starting, gradually falling away 
to almost a calm, and in the last half of the race fresh- 
ening to ten miles an hour. When the starting signal 
was given, at 10.30 o'clock, the vachts were a consider- 
able distance from the line, and, failing to cross within 
two minutes, time was computed from 10.32 o'clock. 
Both boats crossed a few seconds later, the Genesta being 
a short distance ahead, but slightly to leeward. The sloop 
was dressed in her main-sail, club-top-sail, forestay-sail, and 
jib, and the cutter carried the same sails, with jib-top-sail 
additional, though the latter was dispensed with soon 
after. The racers stood on the starboard tack for twelve 
minutes, during which the Puritan made a slight gain by 
pointing higher into the wind. On the next tack she 
gained about two hundred feet, and when they again 
tacked close by the Clifton shore another three hundred 
feet had been added, while she still held the weather 
position. Though losing momentarily by being blanketed 
by a large schooner on the next tack, she caught a 
six-knot breeze as she passed out of the Narrows, and 
at 11 o'clock was a good quarter of a mile to the 
fore. The Genesta had in the meantime set her jib- 
top-sail again. In the next half hour the white sloop 
had increased the lead to half a mile. About this 



PALNE-BURGESS TESTIMONIAL. 4-9 

time, however, she lost the breeze almost entirely, and 
the Genesta, holding it longer, closed a portion of 
the gap. The yachts sailed lazily, about a quarter of a 
mile apart, when the breeze returned, and the sloop first 
feeling its influence, regained a portion of the lost dis- 
tance. Both boats then went under equal weather con- 
ditions, and the sloop showed the better speed, being at 
buoy 9 three-quarters of a mile in advance of her com- 
petitor, and an eighth of a mile to windward. At 12.30 
o'clock the Genesta met baffling winds, and had much 
difficulty in weathering the buoy, and was losing steadily. 
The Puritan had opened a gap of nearly two miles, but 
during the next half-hour the cutter was more favored 
by the flukes and closed up considerably. Off the point 
of Sandy Hook there was the first indication of the 
Genesta overhauling the Boston boat, and there was great 
excitement. The latter was in a calm spot, and the cut- 
ter came bowling along at great speed. 

The anxiety was soon relieved, however, for the Puri- 
tan, getting a fresh breeze before the Genesta had time to 
close up on her, shot away for the lightship at a rate 
which gave her a firm hold on her lead. The wind then 
blew ten miles an hour, and both boats carried all sail. It 
was a beautiful race to the lightship, the sloop outfooting 
the cutter steadily, and standing up better. The Puritan 
rounded the lightship at 2:14: 54, and the Genesta at 
2:19:16, — the former on the run home passing the latter 
half a mile to leeward of the ship. There was a great 
demonstration made by the fleet of excursion boats as 
each went off on the last half of the race. On the 
stretch back to buoy 10 the sloop did splendid sailing, 



50 PAINE-BURGESS TESTIMONIAL. 

and every inch of canvas did its work. She gained 
steadily in the fresh breeze, and when at the point of the 
Hook led by a mile. Inside the Hook both yachts had 
trouble with the strong ebb tide, and the wind there was 
found to be not over live miles an hour. Under these 
circumstances the cutter did better than the sloop ; but 
the latter, on rounding buoy 8^, at 3:32:30, set her 
balloon jib-top-sail, and from that moment to the finish she 
constantly crept ahead. The Genesta rounded buoy 8^ at 
3:38:05, and, with spinnaker and balloon jib-top-sail set, 
she started after her rival. She flew throuoh the water, 
but failed to gain on the sloop, which did not set her 
spinnaker. The Puritan crossed the finish line at 4:38:05, 
and the Genesta, which was far astern, finished at 4:54:52. 
The joy of the thousands of spectators knew no bounds, 
and for many minutes whistles shrieked and cannons roared, 
proclaiming the great victory of the American centre- 
board sloop. , 

THE SUMMAKY OF THE RACE. 

Course. — 38 miles ; New York Yacht Club inside course. 
Wind. — Varying from one to ten miles an hour; south- 
west. 



Buoy Buoy Sandy Hook Buoy 10 Elapsed Corrected 

Start. J J Finish. v 

2no. 10. No. 5. Lightship, (ret'g). Time. Time. 





H. 31. s. 


H. 31. S. 


H. 31. S. 


H. 31. S. 


H. 31. S. 


H. 31. S. 


H. 31. S. 


H. 31. S. 


Puritan. 


10 32 00 


1 16 32 


1 31 30 


2 14 51 


3 3S 05 


4 38 05 


6 06 05 


6 06 05 


G-enesta. 


10 32 00 


1 19 25 


1 36 00 


2 19 16 


3 46 05 


4 54 52 


6 22 52 


6 22 24 



The Puritan allowed the Genesta 28 seconds, and won 
by 16 minutes 19 seconds, corrected time. 



PAINE-BURGESS TESTIMONIAL. 51 

THE SECOND FINISHED RACE. 

On Wednesday, September 16, the second race to 
a finish was sailed; and, though the Boston sloop won, 
it was only after a battle the outcome of which was un- 
certain almost to the moment the Puritan crossed the 
finish line. The course was that from the lightship 
Wreck of Scotland, twenty miles dead to leeward and 
return. The wind was west -north -west, blowing ten 
miles an hour; and, with spinnaker, main-sail, and club- 
top-sail set, the Genesta started at 11 : 05 : 16, and the 
Puritan at 11:06:01. Both went like greyhounds, but 
the white sloop, inch by inch, closed up, and at 11.50 
o'clock was abreast of the cutter. About this time the 
Genesta changed her spinnaker from starboard to port, 
and the change helped her perceptibly. During the next 
five miles she slowly gained on the centre-board, which 
had gone to the front during the shifting of canvas, and 
at 12.45 o'clock passed to the fore. The visitor con- 
tinued to excel in speed, and after a magnificent run 
reached the mark-boat a half-mile in the lead. She 
rounded at 1 : 05 : 30, and the Puritan made the turn 
2 minutes and 6 seconds later. Both started on the 
beat homeward on the starboard tack, and here the sloop 
did some phenomenal work. The wind had increased to 
nearly twenty miles an hour, and both continued the fight 
with whole main-sails, club-top-sails, and two jibs. The 
Puritan slowly worked to windward, and when both tacked 
to port, at 1.22, the Genesta' s lead had been decreased 
to a quarter of a mile. The Puritan sent down her top- 
mast at 1.26 o'clock, and the Genesta took in her top-sail 



52 PAINE-BUKGESS TESTIMONIAL. 

at the same time. The weather was now squally, and 
as it increased in force the Puritan continued to out- 
point and outfoot the cutter. At 2 o'clock both yachts 
were sailing with their lee rails under water and their 
decks awash, the wind blowing at the rate of nearly 
thirty miles an hour ; but in fifteen minutes the wind had 
subsided to twentv knots. In going about on the star- 
board tack, at 2.16 o'clock, the Puritan showed that she 
had recovered her loss, and was a mile to windward. 
Another increase in the wind sent it up to thirty knots 
an hour, and caused an ugly sea, in which the Genesta 
labored heavily. The Puritan, however, lost some of 
her gain to windward by the wind hauling to the north- 
north-west. The Genesta, though previously far to lee- 
ward, could now make the lightship in one long reach of 
ten miles, and the result of the race became a matter 
of grave doubt. The Puritan overcame this advantage 

o o 

by heading up a trifle higher, while still maintaining a 
pace equal to that of the cutter, and for a time the 
boats, bow and bow, rushed madly through the water. 
It was a most exciting struggle ; and the anxiety, as the 
yachts approached the finish line, was intense. At two 
miles from the lightship the Puritan was a trifle to wind- 
ward and leading by only a few feet. Capt. Carter made 
a desperate attempt to take his vessel into the weather 
position, but in vain. He again and again repeated the 
attempt ; but at one mile from the line the white boat 
had secured a safe lead, and a few minutes later had 
crossed, a winner of the race and of the America's Cup. 
The demonstration in honor of the victory was one long 
to be remembered. Human voices, cannons, and whistles 



PAINE-BURGESS TESTIMONIAL. 53 

sounded their applause, and excursionists danced with de- 
light, embraced each other, and gave all sorts of evidence 
of joy. The salute to the Genesta when she finished was 
hardly less demonstrative. 



THE SUMMARY OF THE RACE. 

Course. — 20 miles to leeward and return, starting from 
Scotland Lightship. 

Wind. — Varying from ten to thirty miles an hour; west- 
north-west at the start, and shifting to north-north-west 
during the last half of the race. 

Turning Elapsed Corrected 

Start. ° Finish. 

Stake. Time. Time. 

H. M. S. H. K. S. H. H. S. H. H. S. H. M. 8. 

Puritan ... 11 06 01 1 07 36 4 09 15 5 03 14 5 03 14 
Genesta ... 11 05 16 1 05 30 4 10 39 5 05 23 5 04 52 

The Puritan allowed the Genesta 31 seconds, and won 
by 1 minute 38 seconds, corrected time. 

Soon after the cup races the Puritan was sold at auc- 
tion to Gen. Charles J. Paine, of Boston, and was pur- 
chased from him, before the opening of the next yachting 
season, by Mr. J. Malcolm Forbes, Vice-Commodore of 
the Eastern Yacht Club, and is now in his possession. 



THE CHALLENGE OF THE GALATEA. 

The challenge from Mr. J. Beavor-AVebb was received 
February 26, 1885, he having entered the English cutter 
Galatea, as well as the Genesta, for the race for the 



54 PAINE-BTJRGESS TESTIMONIAL. 

America's Cup. That part of the manifesto which related 
to the Galatea was accepted at a meeting of the New 
York Yacht Club, on October 22, 1885, and the races 
were fixed for the following year. No modifications in the 
sailing regulations were made, although several were sug- 
gested by the owner of the challenging boat. 



THE BOSTON CENTRE-BOARD SLOOP MAYFLOWER. 

To the liberality and public spirit of Gen. Charles J. 
Paine, of Boston, unaided by any syndicate, as in the case 
of the building of the sloop Puritan, is due the sloop May- 
floiver, which achieved great honors over America's fastest 
yachts of all classes, as well as securing the renown of 
successfully defending the challenge for the America's Cup 
in 1886. The entire cost was assumed by him, and to 
riffging and sailing her his best efforts were given during 
the memorable yachting season of that year. 

The Mayflower was designed by Mr. Edward Burgess, 
of Boston, many of General Paine's ideas being embodied 
in the plans. 

Mr. Burgess frankly said at the time : " It is only fair to 
General Paine to state that the principal changes made in 
the new sloop, which cause her to differ from the Puritan , 
were made under his direction. They are the outcome of 
his ideas, and, if she comes up to what is expected, General 
Paine should have all the credit." 

The plans were delivered early in the year 1886 to 
Messrs. George Lawley & Sons, of South Boston, who 
began the work of construction on January 25. She 
was built entirely of wood, of the best material, and the 



> 

r 
o 







PAINE-BURGESS TESTIMONIAL. 55 

work of construction was the most thorough in every 
respect. On the 6th day of May the Mayfloicer was 
successfully launched, and the work of rigging her speedily 
followed. The general appearance of the Mayfloicer is not 
unlike that of the Puritan. In many particulars, however, 
there is a wide difference between them. The frames, 
forty-nine in number, are all double, except the seven 
forward and three after cants, and are of oak, as are also 
the chain-plate frames, which extend in one piece from 
keel to gunwale. All the frames are mortised into the side 
of the keel, and those in the wake of the centre-board are 
dovetailed and keyed. The keel is made of two oak logs, 
each being originally sixty feet long and twenty-three inches 
square. The stern-post is attached to the keel by a knee, 
to which it is bolted. The centre-board well is cut in the 
keel, twenty-three feet long and five inches wide. The oak 
keel is about sixty-eight feet long, and is in its widest part, 
along the centre-board slot, forty-six inches on top and 
forty inches on the bottom. The lead keel originally 
weighed thirty-seven tons, but this weight was increased 
subsequently. It was run in three moulds, to conform to 
the oak keel, the forward piece being about fourteen feet 
long, the middle one about twenty-three feet long, and the 
after piece about twenty feet long. Along the centre- 
board box this enormous mass of lead measures forty inches 
wide at the top, and sixteen inches at the lowest part. It 
is attached to the oak keel by heavy bolts of yellow metal. 
The stem and the stern-post are of the best white oak. 
The latter has a rake of four feet and three inches in nine 
feet and eight inches. 

The centre-board is twenty-two feet long, ten feet deep, 



56 PAEnE-BUKGESS TESTIMONIAL. 

and four inches thick. Its lower courses are of oak, and 
its upper ones of hard pine. Several hundred pounds of 
lead in the top serve to sink it easily. There are twelve 
iron floor timbers, — six forward and six aft of the centre- 
board box, which weigh about two tons, and serve as 
ballast as well as to strengthen the vessel. The deck beams 
are of hackmatack, Q X d inches. The deck is laid in 
the best white pine. The bulwarks are also of white pine, 
the rail of oak, and the stringers of yellow pine. The 
chain-plates are of iron, six in number, three on each side 
of the vessel. 

The main saloon is fifteen feet long, and of nearly the 
same beam as the yacht, the trimmings being of mahogany. 
There is an after state-room, seven feet Ions- with two 

* CD ' 

berths: on the starboard side, forward of the main saloon, 
a large state-room, with modern conveniences, and on the 
port side, forward, several small state-rooms for the officers. 
The galley and forecastle are conveniently furnished and 
well lighted and ventilated. 

The sailing master selected for the Mayflower was 
Capt. Martin Y. B. Stone, of Swampscott, Mass., who 
since his boyhood had had experience in sailing craft and 
had gained an excellent reputation as a sailing master of 
racing yachts, by his splendid handling of the speedy 
schooner yacht Halcyon, while she was owned by General 
Paine. 

The trial trip of the Mayflower was made on May 30, 
1886, but did not afford an opportunity to show the real 
merits of the yacht, owino- to the fact that the new sails 
sat very badly. Frequent trips in Massachusetts Bay 
caused an improvement in the sails; but in several regattas 



PAINE-BURGESS TESTIMONIAL. o7 

she was defeated by the Puritan, although she showed 
wonderful speed in running and reaching. Slight changes 
in spars, sails, and ballast were at once made, and resulted 
in some improvement in the sailing qualities of the yacht, 
for in the next contest in which she was entered — the 
annual cruise of the New York Yacht Club — she led the 
fleet of seventy vessels, the run being from Xew London, 
Conn., to Newport, R.I. 

In the race for the Goelet Cup for sloops, on Aug. 7, 
1886, the Mayflower was the victor, and over the whole 
course of forty-four miles she gave a wonderful perform- 
ance, defeating the fleet-footed Puritan, Atlantic, and 
Prise ilia. 

General Paine, from the beginning of the season, had 
labored incessantly to remedy the defects natural to a new 
yacht, and to Mr. Burgess's skill in designing was added 
the valuable suggestions as to sails and ballasting which 
the owner of the craft had learned by long experience in 
yachting contests. To defend the challenge for the Amer- 
ica's Cup, which had been sent by Mr. J. Beavor-Webb 
in behalf of Lieut. TYilliam R. Henn, the owner of the 
British cutter Galatea, was General Paine's sole object for 
the enormous outlay of money in building the Mayflower, 
and to his untiring 1 energy was due the credit of bringing 
to the front the fleetest yacht that had ever been produced 
on American shores. After the changes in the Mayfloicer, 
which have been noted, had been made, the official meas- 
urements were as follows : — 

Length over all, 100 feet : length on water-line, 85 feet 
7 inches ; beam, 23 feet %\ inches ; beam at water-line, 
22 feet 3 inches; depth of hold, 8 feet fi inches; draught, 



58 PAIXE-BURGESS TESTIMONIAL. 

10 feet ; length of mast from deck to hounds, 63 feet ; 
length of top-mast, entire, 48 feet; length of boom, 80 
feet ; length of gaff, 50 feet ; length of bowsprit, outboard, 
38 feet; length of spinnaker-boom, 67 feet; displacement, 
128 tons; ballast, inside and keel, 50 tons; sail area (New 
York Yacht Club rules), 8,634 square feet; racing meas- 
urement (New York Yacht Club rules), 87.99. 

In this condition the Mayflower prepared to do battle 
with the Galatea. 



THE ENGLISH CUTTER GALATEA. 

The Enolish cutter Galatea, which was the challenging 

© 7 O O 

boat entered for the America's Cup races in 1886, was 
designed by Mr. J. Beavor-Webb and owned by Lieut. 
William R. Henn, R.X. 

The Galatea was launched on May 1, 1885, having 
been built by Messrs. John Reid & Sons, of Port Glas- 
gow, Scot. The hull is wholly of steel, and the deck, 
fittings, bulwarks, and stanchions are of teak. Her keel 
is of steel, trough-shaped, into which eighty tons of lead 
were run, this being the total amount of ballast. The 
workmanship was of the finest order possible. Beneath 
her coat of paint, which is as smooth as glass, neither 
rivet nor butt is seen. Her inside fittings are excellent. 
The main saloon is panelled in walnut and ash, and was 
designed with much taste. The after-cabin is finished in 
Hungarian ash, and the cabinet work is of beautiful 
design. Much difficulty was experienced in getting her 
in perfect trim, and in the races in which she took part 
in her first season she was particularly unfortunate. In 





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PAINE-BURGESS TESTIMONIAL. 59 

three races she met with serious accidents, one of which 
was the carrying away of her mast close to the deck. 
She was entered in fifteen races during the season of 
1885, but did not secure a first prize. Three second 
prizes were her only trophies, as in most of the events 
she was badly defeated by the crack English yachts 
Irex, Marjorie, Wendur, and Marguerite. At the end 
of the season the Galatea was thoroughly overhauled and 
her ballast recast lower than before. Her record in 
1886 continued to be poor, for in the three races which 
she sailed in British waters she won but two second prizes. 
Many experiments were made with her main-sail, and a 
loose-footed one was finally deemed to be the best suited 
to her. Commanded by Capt. Daniel Bradford, an ex- 
perienced English navigator, the Galatea sailed for America 
on the 30th day of June, 1886, and dropped anchor 
in the harbor of Marblehead, Mass., on the evening of 
August 1, after an uneventful voyage. Subsequently she 
sailed for New York, where she was placed in a dry 
dock, to be overhauled and made ready for the Cup 
races. 

By the rules of the New York Yacht Club the official 
measurements of the Galatea were found to be as fol- 
lows : — 

Length over all, 102.60 feet; length on water-line, 
86.80 feet; beam, 15 feet; draught, 13.50 feet; area of 
midship section, 110 feet; length of mast, deck to hounds, 
53 feet; length of top-mast, 51 feet; length of boom, 73 
feet ; length of gaff, 46 feet ; length of bowsprit, outboard, 
37.60 feet; length of spinnaker-boom, 67 feet; ballast, 
80 tons; displacement, 157.63 tons; sail area (New York 



60 PAIXE-BURGESS TESTIMONIAL. 

Yacht Club rules), 7,505 square feet; racing measurement 
(New York Yacht Club rules), 86.87. 

THE TRIAL RACES OF 1886. 

The first trial race took place on Saturday, Aug. 21, 
1886, over the New York Yacht Club inside course ; dis- 
tance, 38 miles. The entries were: — 

Puritan, centre-board sloop, Boston, racing measurement, 
83.85 ; Mayflower, centre-board sloop, Boston, racing meas- 
urement, 87.99 ; Atlantic, centre-board sloop, New York, 
racing measurement, 86.31 ; Priscilla, centre-board sloop, 
New York, racing measurement, 85.97. 

The Atlantic had been built during the previous winter 
for a syndicate of New York gentlemen, for the express 
purpose of defending the challenge for the Cup. She is a 
centre-board sloop, constructed of wood, and was designed 
by Mr. Philip Elsworth. Mr. John F. Mumm, of Brooklyn, 
N. Y., was her builder, and she was launched on May 1, 
1886. 

During the past year slight changes had been made in 
the rig of the Priscilla, and she had passed into the hands 
of Mr. A. Cass Canfield. 

The wind was light from the east-south-east, and when the 
boats crossed the line the Atlantic held the weather posi- 
tion, with the Puritan on her lee-quarter and the Priscilla 
a trifle farther to leeward. The Mayflower was some dis- 
tance astern, but when she crossed was well up to wind- 
ward. The time of the start was : Atlantic, 10 : 12 : 07 ; 
Puritan, 10 : 12 : 50 ; Priscilla, 10 : 13 : 20 : Mayflower, 10 : 
14 : 26. The Mayflower, 2 minutes 19 seconds in the rear 



PAIXE-BURGESS TESTIMONIAL. 61 

of the Atlantic, began to force the battle at the start. 
Pointed high in the wind, she went along at a pace which 
the Puritan could not hold so close to the wind. She 
gradually closed up on the latter, and in the run to the light- 
ship passed the two New-Yorkers. The lightship was 
rounded by the Mayflower at 1 : 36 : 40 ; by the Atlantic at 
1 : 44 : 40 ; by the Puritan at 1 : 46 : 05 ; and by the Priscilla 
at 1 : 50 : 10 ; and they all started homeward with their 
spinnakers out. The Mayflower continued to widen the gap, 
and at the finish line led the Atlantic, her nearest compet- 
itor, by over a mile. 

THE SUMMARY OF THE EIRST RACE. 

Course. — 38 miles; New York Yacht Club inside course. 
Wind. — Light ; east-south-east. 

Sandy Hook Elapsed Corrected 

Start. Finish. 

Lightship. Time. Time. 

H. M. S. H. M. S. H. 31. S. H. 31. S. H. 31. S. 

Mayflower .. 10 14 26 1 36 40 3 51 10 5 36 44 5 36 44 

Atlantic ... 10 12 07 1 44 40 4 00 42 5 48 35 5 47 34 

Puritan ... 10 12 50 1 46 05 4 03 11 5 50 21 5 47 55 

Priscilla ... 10 13 20 1 50 10 4 09 45 5 56 25 5 55 13 

The Mayflower Avon by 10 minutes 50 seconds, corrected 
time. 

The Mayflower allowed the Atlantic 1 minute 1 second ; 
the Priscilla, 1 minute 12 seconds ; the Puritan, 2 minutes 
26 seconds. 

On Monday, August 23, an attempt was made to sail the 
second trial-race, but after the yachts had sailed ten miles 
the wind gave out, and a postponement resulted. The 



62 PAINE-BURGESS TESTIMONIAL. 

Puritan was then in the lead, the Mayfloicer second, the 
Priscilla third, and the Atlantic, which had carried away 
her top-mast, was out of the race. 

The second trial race occurred on Wednesday, August 25, 
over a course fifteen miles to leeward and return. The wind 
was north-north-east, and the run was south-south-west, the 
start being from Sandy Hook Lightship, three miles farther out 
than the Scotland Lightship. With a steady 20-knot breeze, 
the race proved to be a grand one. The Mayfloicer started 
with a handicap of 2 minutes 25 seconds, but nearly over- 
hauled her rivals before the outer mark was reached. The 
beat homeward showed that the Mayfloicer was the superior 
of the other flyers in strong winds as much as she had 
been in light winds, and at the finish she led the Puritan 
by half a mile, and the others by over a mile. 



THE SUxMMARY OF THE SECOND RACE. 

Course. — 30 miles; 15 miles to leeward and return, 
starting from Sandy Hook Lightship. 

Wind. — 20 miles an hour : north-north-east. 



Elapsed Corrected 

Start. Outer ilark. Finish. 

Time. Time. 



Mayflower . . 12 09 00 2 21 31 4 50 45 4 41 49 4 41 49 

Puritan ... 12 07 36 2 22 30 4 55 05 4 47 29 4 45 36 

Priscilla ... 12 09 00 2 23 17 4 59 47 4 50 47 4 49 50 

Atlantic ... 12 06 38 2 20 02 4 58 58 4 52 20 4 51 32 

The Mayflower won by 3 minutes 47 seconds, corrected 
time. The Mayflower allowed the Atlantic 48 seconds; 




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PAINE-BURGESS TESTIMONIAL. 63 

the Priscilla, 57 seconds ; the Puritan, 1 minute 53 sec- 
onds. 

The committee immediately selected the Mayflower as the 
defender of the challenge for the America's Cup. 

THE CUP RACES OF 18S6. 

The First Eace, Tuesday, Sept. 7. — The course 
chosen for the first race was the regular one of the 
New York Yacht Club, starting from buoy 18, New 
York harbor, and the same as the one sailed over by the 
Puritan and Genesta in the " inside " race of the previous 
year. Interest in yachting in general, and in this event in 
particular, had been intensified by the races of 1885, and 
throughout the country news of the progress of the strug- 
gle was eagerly sought. In Boston the enthusiasm of the 
previous season was unabated. At the scene of the contest 
there was the same dazzling picture as before. Speedy 
and costly steam yachts mingled with lowly craft of all 
descriptions. Sailing yachts, with huge spread of canvas, 
darted hither and thither to avoid the immense flotilla of 
tugs, steamers, and steam yachts, and the shores on both 
sides were black with people, who all day long gazed 
upon the grand marine spectacle. 

The wind was from the south, compelling the yachts to 
beat down the Narrows, and was very light. As the pros- 
pect that it would increase in force was good, the com- 
mittee having 1 charge of the race decided to start the 
boats, and the preparatory signal was given. Then there 
began the most skilful sailing for position of which 
yachtsmen are capable, and sharp tactics were resorted to. 



64 PAINE-BURGESS TESTIMONIAL. 

The Galatea, however, held the most advantageous position, 
and was able to keep it until the signal for the start was 
given, when she shot over the line at 10 : 56 : 11 ; the 
Mayflower following at 10 : 56 : 12 o'clock. Both yachts 
crossed on the starboard tack, the Mayflower carrying 
her main-sail, club-top-sail, forestay-sail, jib and jib-top-sail, 
and the Galatea the same, except that her jib-top-sail was 
not set. The start was a magnificent one, and was ac- 
companied by a deafening roar of cannon and shriek of 
whistles from the attendant fleet. The Galatea bein^ to 
windward, the Mayfloiver made an effort to prevent being 
blanketed, and soon crept a few feet to the front. The 
visitor, however, was pointing closer into the Avind. As 
they neared the Bay Eidge shore, the sloop had a lead 
of two. hundred feet, and, going about on the port tack, was 
nearly on even terms. The Galatea tacked immediately, 
and showed herself to be much quicker in stays. In 
standing toward the Staten Island shore, the cutter was 
jammed so closely into the wind that she moved heavily 
through the water, and the Mayfloicer was making a very 
perceptible gap between herself and her rival. Both were 
affected by the strong flood-tide which was setting them 
to leeward, the Galatea suffering more than the Mayflower. 
At 11:03:30 the cutter's jib-top-sail was run up, but it 
did not prevent the Mayflower from still drawing away 
from her. As the yachts approached the Stapleton shore 
they found a large schooner anchored in their path. The 
Mayflower tried to weather it, and by luffing succeeded, 
but the English boat was obliged to &o to leeward of it. 
Both kept close to the shore, the sloop going about at 
11:13:30, and the cutter at 11:14:30 o'clock. 



PAINE-BURGESS TESTIMONIAL. 65 

On this stretch the Mayflower made a considerable gain. 
She did not attempt to sail so high into the wind, but 
under skilful handling kept good headway, and in the light 
wind did creditable work. Mr. Beavor-Webb held the 
tiller of the iron boat, and Captain Stone was at the 
Mayflower's wheel, while the assistance and suggestions of 
Messrs. Paine and Bargess were invaluable. The Galatea 
was being pinched hard to offset in windward work what 
the Mayfloiver was doing in outfooting her, and was fully 
a quarter of a mile astern when the latter tacked, at 
11 : 22 : 20. Short tacks ensued, the Mayfloiver making 
fifteen and the Galatea sixteen from the start to buoy 10, 
the sloop then leading fully three-fourths of a mile. The 
Mayflower rounded buoy 8^ at 1:01: 51, and the Galatea 
at 1 : 07 : 07. From this point to the end of Sandy Hook 
the Galatea decreased the gap by holding better to wind- 
ward against the tide than did the American boat. It was 
one long reach to the Sandy Hook Lightship, and the May- 
flowers splendid sailing qualities added three minutes more 
to her advantage. She rounded the lightship on the star- 
board tack at 2 : 35 : 02, and her immense balloon jib-top- 
sail was immediately broken out. The Galatea rounded at 
2:44:13, and likewise set her balloon jib-top-sail, though 
by no means with the skill displayed by the Yankee crew. 
In the reach back to the Hook, the sloop gained three 
minutes more, and passed buoy 8 J at 3.34, followed by 
the Galatea at 3.46 o'clock. With a slightly freshening 
wind, the boats began their run home before it, thousrh 
the Boston boat did not set her spinnaker until she was 
within a mile of the finish. Five minutes before the 
cutter's spinnaker had been set, and both boats were 



66 PAINE-BHRGESS TESTIMONIAL, 

bowling along at good speed, accompanied by the fleet of 
steam craft which crowded in on all sides. The Mayflower 
finished at 5:26:41. with a lead of one and one-half 
miles, and the Galatea at 5:39:21. Each received a 
salute, which continued for many minutes, steam-whistles 
and cannons sounding their loud acclaim. 



THE SUMMARY OF THE RACE. 

Course. — 38 miles ; New York Yacht Club inside course, 
TVixd . — Lio-ht : south . 



sundv Hook Buoy 8i Elapsed Corrected 

-:; ; rt. Buov Si. * Finish. 

" Lightship, (ret'g). Time. Time. 

H. 51. S. H. 51. 5. H. M. S. H. X. S. H. 51. S. H. 51. S. H. 51. S. 

Mayflower . 10 56 12 1 01 51 2 35 02 3 34 00 4 22 53 5 26 41 5 26 41 

Galatea .. 10 56 11 1 07 07 2 44 13 3 46 00 4 35 32 5 39 21 5 38 43 



The Mayflower won by 12 minutes 2 seconds, corrected 
time. 

The Mayflower allowed the Galatea 38 seconds. 

The Secoxd Day. Thur-dat. Sept. 9. — A Postpoxe- 
mext. — On Thursday. September 9. the day fixed for the 
second race, the weather was anything but favorable. There 
was a light rain, a fog. at times thick, and a moderate 
breeze east by north. The course was to be twenty miles 
to windward from the Scotland Lightship and return to the 
starting-point, and the yachts, anticipating bad weather, 
carried none of their flvinof kites. The Galatea had reefed 
her bowsprit and carried a Xo. 2 jib. working-top-sail. 



PAINE-BURGESS TESTIMONIAL. 67 

forestay-sail, and main-sail. The start was made with the 
boats on the starboard tack, the Mayflower being a trifle 
to windward. The latter crossed at 11 : 30 : 30, and the 
Galatea at 11 : 30 : 32. The sloop slowly drew ahead, the 
wind meanwhile becoming lighter and lighter. Club-top-sails 
were set in place of working ones. The run out was 
uninteresting, it being almost certain that the race would 
not be finished. The fog had become so thick that it was 
impossible to judge of the relative positions of the boats, 
and the committee's boat, Luckenbach , had difficulty in 
finding the mark-boat. At 4 : 26 : 22 the Mayflower rounded 
the mark, and, with spinnaker set to port, began her 
homeward run. The Galatea, failed to find the mark-boat, 
and turned her prow homeward, but did not thereby lose 
the race, as the Mayflower failed to reach the lightship 
within the time-limit. It was a day which could hardly be 
exceeded in discomfort and disappointment. 

The Second Race, Saturday, Sept. 11. — The Cup 
races for 1886 came to an end on Saturday, September 11, 
when the Mayflower showed her heels to the English cutter, 
and won the race and the Cup. The run was twenty miles 
to leeward and return, starting from Scotland Lightship, 
and the wind at the start was from the north-west at the 
rate of twelve miles an hour. With spinnaker to port the 
Mayflower flew over the starting-line at 11 : 22 : 40, and 
immediately broke out her balloon jib-top-sail, the Galatea 
crossing at 11:24:10, and setting her spinnaker just after 
she crossed. The skill with which the sloop was handled 
had given her an advantage at the start. She was under 
the influence of her big canvas in going over the line, and 



68 PAINE-BURGESS TESTIMONIAL. 

started off at great speed. The Galatea followed directly 
in her wake, but, being over a minute behind, failed to 
take the wind out of the Mayflower's sails. In fact, the 
Boston sloop was constantly making the distance between 
them greater and greater. It was a steady gain, and as 
mile after mile was covered the lead showed the remarkable 
powers of the sloop. The Galatea's balloon jib-top-sail had 
not been set, but it was claimed that sailing before the 
wind was the strong point of the English boat. However, 
the sloop outfooted her all the time, and when the latter 
took in her spinnaker, a mile from the mark-boat, the cutter 
was a mile and a half astern. The Mayflower jibed before 
reaching the mark, and rounded, at 1 : 55 : 05, on the star- 
board tack. At the same time the Galatea's spinnaker was 
taken in, and it was not until 2 : 10 : 20 that she rounded, 
the Mayfloiuer in the meantime making a great increase 
in her lead. The cutter rounded on the starboard tack, 
and began her windward work with main-sail, club-top-sail, 
forestay-sail, jib, and jib-top-sail, and the Mayflower carried 
the same, excepting the jib-top-sail. Both stood off on this 
tack for a long time, during which the Mayfloiuer kept 
working up to windward more than her rival, although the 
latter was then giving the best display of her abilities that 
had thus far been seen. At 4 o'clock the Mayflower had 
made but two tacks since leaving the mark-boat, and the 
Galatea had not gone about at all since rounding. Both 
were standing in close to the New Jersey shore in the hope 
of getting more wind. For an hour the breeze had been 
dying out, and the' sloop was the greater loser. The Galatea 
then began to reduce the Mayflower's lead, which at one 
time had been over two miles ; but soon after 4 o'clock the 



PAINE-BURGESS TESTIMONIAL. 69 

racers became almost becalmed. A light breeze soon after 
sprang up, and the sloop was the first to get the advantage 
of it. The American boat was well up to windward and 
closer in shore, and here she ran away from the cutter, which 
could not get the benefit of the light off-shore breeze. At 
5.30 o'clock, with the Mayflower about four miles from the 
finish, and the Galatea nearly the same distance astern of 
her, the wind again decreased. The yachts moved lazily 
along, and for a time it was doubtful if the race could be 
finished within the time-limit. It was a most unsatisfactory 
exhibition of yacht-racing ; but the Mayflower finally reached 
the goal, with but eleven minutes of the seven hours to spare. 
Former demonstrations in honor of the Boston sloop were 
repeated by the thousands of excursionists, and the Mayflower 
was proclaimed the winner of the America's Cup. 

THE SUMMARY OF THE RACE. 

Course. — 20 miles to leeward and return, starting from 
Scotland Lightship. 

Wind. — 12 miles an hour at the start, averaging about 
4 miles an hour during last half of the race ; northwest. 



Outer „ Elapsed Corrected 

Start. Finish. 

Mark. Time. Time. 

H. 31. S. H. 31. S. H. 31. S. H. M. S. H. 31. S. 

Mayflower . . 11 22 40 1 55 05 6 11 10 6 49 00 6 49 00 

Galatea . . . 11 24 10 2 10 20 6 42 58 7 18 48 7 18 09 



The Mayflower won by 29 minutes 9 seconds, cor- 
rected time. The Mayflower allowed the Galatea 39 
seconds. 



70 PAINE-BUEGESS TESTIMONIAL. 

In July, 1887, General Paine disposed of the Mayflower 
to Mr. E. D. Morgan, of the New York Yacht Club, her 
present owner. 

THE THISTLE'S CHALLENGE IN 1887. 

In the fall of the year 1886 the New York Yacht Club 
was notified by the Royal Clyde Yacht Club of an intention 
to challenge for the America's Cup, and the cutter Thistle 
was named as the Scottish representative. The formal chal- 
lenge was received from Mr. William York, secretary of 
the Royal Clyde Club, on March 28, 1887, and was accepted 
on the following day. In addition to several suggestions 
of minor importance, Mr. York asked that there be five 
instead of three races, and that they be sailed in October. 
This request, however, the Cup committee decided not to 
grant, and the races were arranged for September, under 
the same regulations as in the previous year. 

THE STEEL CENTRE-BOARD SLOOP VOLUNTEER. 

During the fall of 1886 Mr. George L. Watson, the 
leading yacht designer of Great Britain, had visited Amer- 
ica, and, by a careful inspection of our fleetest boats, had 
obtained many valuable ideas in regard to yacht-designing 
and building, and on his return to Scotland had begun 
work on the plans of the cutter Thistle, the challenger 
for the America's Cup in 1887. It was then reported 
that his forthcoming yacht would be of phenomenal speed, 
combining the best points of American as well as Eng- 
lish racers. But General Paine and Mr. Burgess were 




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PALNE-BURGESS TESTIMONIAL. 71 

not content to rest upon their past achievements, and 
were determined to show that America could also improve 
in yacht-designing. Again did General Paine assert his 
patriotic spirit, and again did Mr. Burgess display his skill. 
When the measurements of the Thistle became known, in 
the spring of 1887, Mr. Burgess immediately began work 
on the designs of a steel centre-board sloop of about the 
same water-line length as the Thistle, and General Paine im- 
mediately stepped to the front in defence of the Cup, and 
bore the entire expense, of building and fitting out a yacht 
from the new designs. The result was the Volunteer, the 
fastest sloop in the world. The builders were Messrs. Pusey 
& Jones, of Wilmington, Del. The Thistle was then nearly 
ready to be launched and put in proper trim, and it was 
necessary that speedy work should be done to build the 
Volunteer in time to give her a thorough trial before her 
contest for the America's Cup. In consequence of the 
limited time, the plating of the steel hull was not as smooth 
as it would otherwise have been. 

The Volunteer's ballast is stowed two feet lower than 
the oak keels will allow in the Puritan and Mayflower, 
and this gives her greater stability than the two latter 
boats possess. The frames are of steel, spaced twenty-one 
inches on centres, and along the centre-board well there 
are twenty-two angle-iron frames. The well is plated with 
steel. The outside plating is steel, and is flushed from 
keel to gunwale. The keel-plating, three-fourths of an 
inch in thickness, is riveted to transverse frames. In the 
trough in which the ballast is stowed there is a steel floor- 
plate at each frame, and in these spaces molten lead was 
run, thus making solid ballast. The deck-beams are made 



72 PAINE-BURGESS TESTIMONIAL. 

of angle iron, 3x4x T 5 « inches thick. To counteract the 

c lb 

strain of the mast, the frames along the sides, opposite 
the mast, are strengthened by steel brackets riveted to the 
frames and deck beams. At the turn of the bilge, and 
between the cabin floor and keel, the hull is stiffened by 
two thick steel strakes. The planksheer is of Avhite pine. 
The waist has locust stanchions and the rail is of oak. Her 
deck is flush and of white pine. Her bow, unlike the Cup 
defenders of 1885 and 1886, is an overhanging one, but the 
stern differs very slightly. Compared with the Mayflower 
she has less beam and more bilge . Her greatest vantage 
point over the Mayflower, however, is in her lower centre 
of gravity. Her chain-plates run along the frames on the 
inside of the plating, thus leaving her sides clean. The 
bowsprit is a reefing one, the first to be put on a Burgess 
sloop of the first class, and it can be shortened eight feet. 
Steel wire is used for the main rigging, and above, as 
well as below, decks, the strongest and best materials were 
employed in her construction. On each side of the centre- 
board box there is a passage, and leading out of each 
there are two state-rooms, which are conveniently fitted 
up and neatly furnished. The main saloon contains two 
berths on each side, and aft there is a good-sized state- 
room. The quarters of the crew are roomy, light, and 
well ventilated. There is ample room, and, while it 
was sought to attain speed, it should not be inferred that 
the Volunteer is a mere racing-machine. Minor changes 
only were made in her during the season, and her meas- 
urements at the time of the Cup races were as follows : — 
Length over all, 106.23 feet; length on water-line, 85.88 
feet; beam, 23 feet 2 inches; draught, 10 feet; length of 



PAINE-BUEGESS TESTIMONIAL. 73 

mast, from deck to hounds, 03 feet ; length of topmast, 
48 feet; length of boom, 84 feet; length of gaff, 51 feet 
6 inches; length of bowsprit, outboard, 38 feet; length of 
spinnaker-boom, 67 feet ; displacement, 130 tons ; ballast, 
inside and keel, 55 tons ; sail area (New York Yacht Club 
rules), 9,260 square feet; racing measurement (New York 
Yacht Club rules), 89.35. 

Capt. Henry Haff, of Islip, L.I., was selected as 
sailing master of the new boat during the season of 
1887. He had many times sailed the sloop Fanny, of 
New York, to victory, and was, through long experience 
in yacht sailing, in every way competent to handle the 
new Burgess boat. The maiden trip of the Volunteer, 
under sail, was made on July 21, 1887, and she gave 
great satisfaction. She subsequently proved to be a 
marvellous boat. Mr. Burgess had not only exceeded 
his previous efforts, but he had produced a boat which, 
under the skilful guidance of General Paine, was the 
wonder of the yachting world. Her record was phenomenal, 
and during the whole season was one long list of victories 
for Boston skill and enterprise. Though racing with new 
and unstretched sails, she readily ran away from the fleet- 
footed Mayjloiuer, Puritan, Atlantic, and Priscilla, capt- 
uring the Goelet Cup, in a race off Newport, on August 
5 ; the Morgan Cup, in a run from Vineyard Haven to 
Marblehead, on August 8 and 9; the "Boston Herald" Cup, 1 



x The "Herald" Cup is undoubtedly the most elaborate, and also the most costly, 
trophy that has ever been contended for in yachting circles in our waters. It is of solid 
silver, .925 fine, aud is said to be the largest piece of silver work ever made in Boston. 
It is in the form of a large bowl resting upon four couch-shells, beautifully modelled. 
Its weight is 310 ounces; it measures 16 inches across the top, and has a capacity of 



74 PAINE-BURGESS TESTIMONIAL. 

in a race off Marblehead, on August 11 ; and the Provi- 
dence and Newport Citizens' Cups, on August 15 and 16. 
The value of these trophies was about $4,000. 

THE SCOTCH CUTTEE THISTLE. 

The Scotch cutter Thistle was designed for the express 
purpose of competing for the America's Cup. The failures 
of the Genesia and Galatea to capture the coveted trophy 
had aroused the enthusiasm of the Scotchmen, and in 
September, 1886, a party of Clyde yachtsmen determined 
to issue a challenge and send to America a boat of Scottish 
design and build and manned by a Scottish crew. The 
money for building the new boat was subscribed by Messrs. 
John Clark, Commodore of the Royal Clyde Yacht Club, Wil- 
liam Clark, Andrew Coates, William Coates, James Coates, 
George Coates, J. Hilliard, James Bell, Vice-Commodore 
of the Royal Clyde Yacht Club, and William Bell. 

The designer was Mr. George L. Watson, the most 
skilful naval architect in the British Isles. Aided by the 
knowledge gained from a careful study of our yachts and 

5 gallons. The shells which form the feet were modelled from the finest varieties of a 
conchologist, castings being made and exact fac-simile of each produced. The three 
sides, or panels, of the cup are alike in design, except that the shields bear different 
legends. Every raised line and indentation seems typical of the sea. Mermaids or water- 
nymphs rise out of the crest of the swelling ocean and hold aloft garlands of marine 
plants with which to crown the victor, and also display conch-shells, typical of success. 
Down deeper in the trough of the sea is old Neptune, struggling bravely upward, with 
an ancient form of paddle in his right hand, while with his left he holds aloft a shield 
bearing the record of victory, and under his arm is a sea-horse, from which, outpours 
a rush of water which flows through the kelp and weeds and pads which everywhere 
abound. The handles and sockets are made to represent aquatic plants, and even 
the rim of the cup, in its undulating form, suggests the wave-motion of the sea. 



H 

X 

CO 

r 
w 




PAINE-BURGESS TESTIMONIAL. 75 

the waters in which the Cup races in America are sailed, he 
delivered to the syndicate the plans of a cutter which was 
destined to eclipse the performances of all of England's 
most famous racers. The new boat, which was subse- 
quently named the Thistle, was built by Messrs. D. & W. 
Henderson, at Partick. The utmost secrecy in regard to 
her was preserved from the outset. The yard in which 
she was built was kept securely locked, and every effort 
was made to keep her water-line length a secret. Even 
when she was launched, on April 26, 1887, she was 
covered with canvas, to hide her lines from the eyes of 
the public. The Thistle is a steel cutter, and differs from 
the modern English cutter in having her forefoot more cut 
away and in her greater beam. Her sides are much 
rounder, and flare up from the load water-line to the 
planksheer. Her hull is plated with the best Siemens- 
Martin steel, the lower plates being three-quarters, and the 
upper five-sixteenths, of an inch thick. The three lower 
strakes have lap seams, but the top body is plated flush. 
The frames are of unusual strength, and are tied bv steel 
diagonals, stringers, keelsons, and floorings, forming a net- 
work of the most secure description. Partial bulkheads 
give still further strength, and there is also, forward, a 
collision bulkhead. The keel is of lead, which weighs 
about seventy tons, and is placed about three feet lower 
than is the Volunteer's. Her channels and chain-plates are 
placed outside, as usual on English vessels. The stern- 
post shows considerable rake, and the bow is a clipper one, 
and very handsome. She has a reefing bowsprit, which 
can be shortened six feet. 

The sweep of the deck is particularly easy. The cover- 



76 PAIXE-BUKGESS TESTIMONIAL. 

ins; boards are of teak, and the deck fittings, which are of 
the same material, are arranged to o'ive the greatest dos- 

sible space for the handling of the yacht. Her bulwarks 
are low. inaho^anv-stained inside, and finished with a neat 
rail of elm. The companion-way is handsomely finished 
in teak and mahogany, and the main saloon in American 
walnut. The latter is very roomy, of the full width of the 
yacht, is upholstered in cretonne, and is handsomely fur- 
nished. A ladies' cabin, aft. is conveniently arranged. Just 
forward of the main saloon are the officers' rooms and the 
galley, which, with the forecastle, are well furnished and 
lighted. The forecastle accommodates twenty men. iron 
swino-iDo berths beino- used. The main riffgiBff is of steel, 
and the jib-halliards are of galvanized iron chain. 

Her career up to the time of her sailing for this country 
eclipsed that of any other British yacht, and was. indeed, 
remarkable. In her first race, on May 28, 1887, she easily 
defeated the Trex and Geaesta, and in fifteen races, in the 
following five weeks, she won eleven first and two other 
prizes, amount'ins: to over §3,000, defeating all of Enoland's 
crack yachts. Commanded by Capt. John Barr, of Gourock, 
Scotland, one of the foremost racing yacht captains of Great 
Britain, the Thistle sailed for America on July 25, the Scotch 
people confidently believing that she would return with 
the America's Cup. 

The measurements required by the rules of the New York 
Yacht Club are all that have ever been officially given to 
the public : but the others, given below, are believed to 
be correct : — 

Length over all. 108.50 feet: length on water-line, 86.46 
feet: beam, about 20.35 feet: draught, about 13.80 feet: 



PAINE-BURGESS TESTIMONIAL. 77 

length of mast, from deck to hounds, about 62 feet ; length 
of top-mast, about 45 feet; length of boom, about 80 feet; 
length of gaff, about 50 feet; length of bowsprit, outboard, 
about 38 feet; length of spinnaker-boom, about 70 feet; 
ballast, about 70 tons ; displacement, about 138 tons ; sail 
area (New York Yacht Club rules), 8,968 square feet; 
racing measurement (New York Yacht Club rules), 89.20. 

THE TRIAL RACES OF 1887. 

On September 13, the first of the trial races of American 
sloops was started over the New York Yacht Club inside 
course. The only entries were the Volunteer, centre-board 
sloop, Boston, and the Mayflower, centre-board sloop, New 
York. During the season the spar-plan of the Mayflower 
had been slightly altered. 

After the yachts had started the wind subsided, and a 
postponement was made. 

On September 15 another attempt was made to have the 
trial, but the boats did not start, owing to a lack of wind. 

The next trial race, which proved to be the decisive one, 
was sailed on September 16, over an irregular course, start- 
ing from the Scotland Lightship. The mark-buoys were so 
placed as to give the yachts all kinds of sailing. The wind 
was strong from the north-west by north, and the boats were 
given a ten-mile run south-east b}- south, then a nine-mile 
leg west-south-west; thence back to the first mark, and a 
beat back to the starting-point ; distance, 38 miles. On 
only one leg did the Mayflower outsail the Volunteer, and 
then only by 22 seconds. The Volunteer's performance 
satisfied the committee that another trial was not necessary. 



78 PAINE-BURGESS TESTIMONIAL. 



THE SUMMARY OF THE RACE. 

Course. — 38 miles; 10 miles, south-east by south, start- 
ing from Scotland Lightship ; thence 9 miles, west-south- 
west ; thence back, around the first mark, to the starting- 
point. 

Wind. — Varying from 8 to 12 miles an hour; north- 
west by north. 





Start. 


First 
Mark. 


Second 
Mark. 


Third 
Mark. 


Finish. 


Elapsed 
Time. 




H. 31. S. 


H. 31. s. 


H. 31. S. 


H. 31. S. 


H. 31. s. 


H. 31. s. 


Volunteer . . 


, . 11 11 57 


12 17 43 


1 03 23 


1 50 32 


3 32 46| 


4 20 491 


Mayflower . . 


. 11 14 43 


12 20 07 


1 07 10 


1 56 18 


3 51 34i 

a 


4 36 51| 



The Volunteer defeated the Mayflower 16 minutes 2-| sec- 
onds, elapsed time. 

The committee immediately decided that the Volunteer 
was the better all-around boat, and notified General Paine 
that she had been selected to sail against the Thistle for 
the Cup. 

THE CUP RACES OF 1887. 

The First Race, Tuesday, September 27. — The first 
of the great Cup races of 1887 occurred on Tuesday, 
September 27, and was sailed over the inside course. 
The excitement over the event was even greater than that 
over the two previous contests for the Cup, and there was 
a strong feeling of doubt as to the result, owing to the 
splendid record of the Thistle and to the secrecy in 
regard to her model. It was a struggle between the 
fleetest yachts which Great Britain and America had ever 
produced, and the hundreds of steam and sailing craft 



PAINE-BURGESS TESTIMONIAL. 79 

which were massed about the starting-point, ready to chase 
the racers, formed a picture which was beautiful in the 
extreme. The contest was closely followed, not only by 
the people of this country, who eagerly watched the 
bulletins of the race, but by the people all over the British 
Isles, where the excitement ran high. The Thistle had 
shown that she was best adapted to a light wind, and, 
as that was the kind of a breeze in which the race was 
started, a close contest was looked for. 

After waiting two hours for the wind to freshen, the 
first signal ffun was fired at 12.20 o'clock, and the racers, 
with main-sails, club-top-sails, forestay-sails, jibs, and jib- 
top-sails set, played about the line, each trying to secure 
the more advantageous position. The Thistle was the first 
to cross, at 12:33:06, and went over on the port tack, 
close up to the windward end of the line, — the wind then 
being light from the southward. The Volunteer followed 
directly in her wake, and crossed on the same tack at 
12 : 34 : 58J o'clock. The moment the beautiful white sloop 
crossed she began to close up the gap of five hundred feet 
which existed between them, and as she overhauled her rival 
cheer after cheer burst from the thousands of spectators. The 
Thistle was being held close to the wind, but just before 
the Volunteer reached her she went about on the starboard 
tack and headed for the Bay Ridge shore. The Thistle's 
skipper evidently believed that the Volunteer would blanket 
him, and he made the tack, in the hope that the sloop 
would follow him and thus be under his lee. The Volunteer, 
however, kept on her course. On this tack the Thistle 
drew out of the wind and into the strong tide, and as 
the Volunteer was holding the breeze well, the cutter as;ain 



80 PAINE-BUEGESS TESTIMONIAL. 

went about and stood over toward her. At 12 .47 o'clock 
the Volunteer tacked to starboard, crossed the Thistle's 
bow, and held the weather position. It was a move 
which served to firmly fix the belief in the sloop, and 
it was heartily applauded. The Volunteer now seemed to 
get a stronger breeze and increased her pace, while the 
Thistle sailed lazily, and with her sails hardly filled. At 
half an hour from the start the Volunteer had a lead of 
more than an eighth of a mile, and at buoy 13 she was 
fully a half-mile to the fore. Not only was she draw- 
ing away, but she was pointing higher into the wind than 
the cutter. For a short time after this the wind shifted 
and decreased somewhat in force, both boats faring alike ; 
but it soon increased, and the Volunteer was the first to 
get the benefit. At buoy 10 the sloop led the cutter by 
over a mile, and was much farther to windward. She 
passed the buoy at 2 : 21 : 03, and the Thistle did not round 
until 2 : 36 : 45 o'clock. 

The second quarter of the course — from buoy 8^ to the 
Sandy Hook Lightship — was a reach of about ten miles, and 
the Volunteer made it on a long starboard tack. She 
rounded the lightship at 3 : 42 : 12, having added over three 
minutes to her lead since leaving buoy 10. She made a 
splendid homeward run, meeting the Thistle about a mile 
and a quarter from the lightship. The latter w T as rounded 
by the Scotch boat at 4 : 01 : 15 o'clock. At buoy 8 1 the 
Volunteer broke out her spinnaker, and proudly sailed up the 
last stretch of the course, with the grandest convoy of steam 
vessels that ever accompanied a yacht. The finish line was 
reached at 5 : 28 : 16 J o'clock, and then there arose a din 
of congratulation which could not be excelled. The Thistle's 



PAINE-BURGESS TESTIMONIAL. 81 

homeward run was her best work of the day. Under her 
enormous silk spinnaker, which almost hid her hull, she 
gained one minute and twenty-six seconds on the Volunteer, 
from the lightship to the finish line. She was a badly- 
beaten boat, but the demonstration in her honor, at the end 
of the race, was as grand as the one to the victor. 



THE SUMMARY OF THE RACE. 

Course. — 38 miles ; New York Yacht Club inside 
course. 

Wind. — Average force about 8 knots an hour; south at 
the start, then west, backing to south-west during the first 
half of the race, and south-east during the remainder. 



Sandy Hook Elapsed Corrected 

Start. Buoy 10. Finish. 

Lightship. Time. Time. 





H. M. S. 


H. M. S. 


H. M. S. 


H. M. S. 


H. 31. S. 


H. M. S. 


Volunteer . . 


. . 12 24 58| 


2 21 03 


3 42 12 


5 28 164 


4 53 18 


4 53 18 


Thistle 


12 33 06 


2 36 45 


4 01 15 


5 45 52J 


5 12 463 


5 12 41| 



The Volunteer defeated the Thistle by 19 minutes 23| 
seconds, corrected time. 

The Volunteer allowed the Thistle 5 seconds. 

On Thursday, September 29, the day set for the second 
race, the wind was so light that the yachts did not start. 

The Second Race was Sailed on September 30, the 
course being twenty miles to windward, starting from the 
Scotland Lightship, and back to the starting-point. The wind 
was east by north, blowing at the rate of twelve knots an 
hour, and as it was raining, and there was a good sea on, the 



82 PAINE-BUKGESS TESTIMONIAL. 

yachts had a fine opportunity to show their abilities in heavy 
weather. The manoeuvres for position at the start resulted 
in the Volunteer getting the advantage. The Thistle went 
over the line at 10: 40: 21, and the Volunteer at 10: 
40 : 50| , the latter being on the weather quarter of the 
cutter. The outer mark-boat was stationed east by north, 
twenty miles distant, and both yachts started off for it on 
the starboard tack. With sails trimmed flat and riofid as 
boards, the yachts rushed almost bow and bow through 
five or six miles of the heavy sea, and made a beautiful 
race. They were both jammed close to the wind, but the 
Volunteer could hold herself higher than her rival, and 
during this tack she crept foot by foot to windward of the 
Scotch boat, although not outfooting her. At 11.48 o'clock 
the Thistle went about on the port tack, she then being well 
in toward the Long Island shore. The Volunteer continued 
on her course, and crossed the bows of the cutter with 
fully five minutes to spare. Such was her gain in the 
first hour and a quarter of the race. The sloop tacked 
to port at 1 : 51 : 40 o'clock, and both stood off on 
this tack for an hour, during which the Boston boat 
continued to draw up to windward more than did 
the visitor. The Thistle went about on the starboard 
tack at 12.51, and the Volunteer followed at 1.10 o'clock. 
Fifteen minutes later the latter set her club-top-sail over the 
gaff-top-sail and soon split tacks, standing out to sea, while 
the Thistle kept on along the shore. But one more tack 
was necessary, and the sloop accordingly, at 2.20 o'clock, 
tacked to starboard, and began her run to weather the outer 
mark-boat, which was a mile away. She rounded the 
mark at 2 : 26 : 40^ o'clock, and it was not until 2.41 





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PAIXE-BURGESS TESTIMONIAL. 83 

o'clock that the Thistle reached the same point. The 
Volunteer had beaten the Thistle nearly fifteen minutes in 
their twenty-mile race to windward. The sloop's spinnaker 
was set with great caution, and she was soon bowling 
along with that and her main-sail, club-top-sail, and balloon 
jib-top-sail. Immediately after rounding, the Thistle's bal- 
loon jib-top-sail and spinnaker were set, the latter, as was 
the Volunteer's, being to port. Here the cutter showed 
her running powers, and went along at a pace which 
was faster than the . sloop's, although she could not 
overhaul the latter. In the run of twenty miles before 
the wind, her gain was two minutes fifty-four and one- 
half seconds. When four miles from the finish line the 
Thistle took in her spinnaker; the Volunteer, a mile ahead, 
also taking in hers at the same time. In these relative 
positions the racers bore down on the lightship, both being 
on the port tack. 

The Volunteer crossed the line at 4: 23: 47, and the 
Thistle at 4 : 35 : 12 o'clock. The Boston sloop had won 
the race, and was proclaimed the winner of the America's 
Cup, while cannons and steam whistles rent the air, and 
cheer after cheer added to the tumult. 



THE SUMMARY OF THE RACE. 

Course. — 40 miles ; 20 nautical miles to windward, 
starting from Scotland Lightship, and returning to the 
starting-point. 

Wind. — Average force, 14 knots an hour ; east by 
north at the start, then hauling to east-south-east and 
backing to east. 



84 



P AINE-BUKGE S S TE STIMONI AL . 



Start. 



Outer mark. 



Finish. 



Volunteer 
Thistle . 



Elapsed 


Corrected 


Time. 


Time. 


H. 31. S. 


H. 31. S. 


5 42 561 


5 42 56{ 



10 40 50| 2 26 4.01 4 23 47 

10 40 21 2 41 00 4 35 12 5 54 51 5 54 45 



The Volunteer defeated the Thistle bv 11 minutes 484 
seconds, corrected time. 

The Volunteer allowed the Thistle 6 seconds. 



CONTESTS FOR THE CUP. 

Record of the- Steuggles in American Waters. — 
Since the America's Cup came into the custody of the 
Xew York Yacht Club there have been seven contests 
for it, as follows : — 



FIRST CONTEST. 



1870. 




Aug. 


8 


1871. 




Oct. 


16 


Oct. 


18 


Oct. 


19 


Oct. 


21 


Oct. 


23 


1876. 




Aug. 


11 


Aug. 


12 


1881, 




Nov. 


9 


Nov. 


10 


1885, 




Sept. 


14 


Sept. 


16 


1886, 




Sept. 


7 


Sept. 


11 


1887. 




Sept. 


27 


Sept. 


30 



Winner. 
American schooner Mastic 



Loser. 
British schooner Cambria. 



SECOND CONTEST. 



American schooner Columbia 
American schooner Columbia 
British schooner Livonia . . . 
American schooner Sappho . 
American schooner Sappho . 



British schooner Livonia. 
British schooner Livonia. 
American schooner Columbia. 
British schooner Livonia. 
. British schooner Livonia. 



THIRD CONTEST. 



American schooner Madelaine 
American schooner Madelaine 



. Canadian schooner Countess of Dufferin. 
. Canadian schooner Countess of Dufferin. 



FOURTH CONTEST. 

American sloop Mischief .... Canadian sloop Atalanta. 
American sloop Mischief .... Canadian sloop Atalanta. 

FIFTH CONTEST. 

American sloop Puritan .... British cutter Genesta. 
American sloop Puritan .... British cutter Genesta. 

SIXTH CONTEST. 

American sloop Mayflower . . . British cutter Galatea. 
American sloop Mayflower . . . British cutter Galatea. 

SEVENTH CONTEST. 

American sloop Volunteer . . . Scotch cutter Thistle. 
American sloop Volunteer . . . Scotch cutter Thistle. 



THE AMERICA'S CUP 



NEW DEED OF GIFT TO THE NEW YORK 

YACHT CLUB. 



THE AMERICA'S CUP 



AND 



NEW DEED OF GIFT TO THE NEW YORK 

YAOIT CLUB. 



THE AMERICA'S CUP. 

The America's Cup, erroneously called the Queen's Cup, 
is the one-hundred-guinea cup given by the Royal Yacht 
Squadron of England to be competed for by yachts of 
all nations. It was the first international trophy ever 
offered, and is emblematic of the yachting supremacy of 
the world. It was won by the schooner-yacht America at 
Cowes, England, Aug. 22, 1851, and has been retained 
in this country ever since. It is of solid silver, and elabo- 
rately ornamented, standing fully two feet high and weigh- 
ing at least one hundred ounces. Around its broadest part 
are medallions, variously inscribed. The first is as follows : 
"One Hundred Guinea Cup, won August 22, 1851, at 
Cowes, England, by yacht America, at the Royal Yacht 
Squadron Regatta, open to all nations, beating — " and then 
follows the names of all the vessels which started in the 
race. On the next medallion is engraved : " Schooner 
America, 170 tons, Commodore J. C. Stevens : built by 
George Steers, New York, 1851." On the other medal- 



88 PAIXE-BUKGESS TESTIMONIAL. 

lions are inscribed the records of the other races for the 
Cup. 

As stated earlier in these pages, the Cup became the 
property of the America's owners, and was held by them 
until July 8, 18-37. when it was given to the New York 
Yacht Club. The Club retained it until Xovember. 1881, 
when it was surrendered by them to the sole sinwivor 
of the former owners. Mr. George L. Schuyler, and by 
him regranted to the Club, January 4, 1882. on new 
conditions. These conditions have been amended the present 
year by what is called the new deed of gift from Mr. 
Schuyler to the Club. 

THE XEW DEED OE GIET AND CHAELEXGE RUEES. 

George L. Schuyler, the sole surviving owner of the 
America's Cup, made a new deed of gift of the Cup. in 
October, to the Xew York Yacht Club, and at a regular 
meeting of the club. October 27. 1887. the deed was read 
as follows : — 

This deed of gift, made Oct. 24. 1887. between George L. 
Schuyler, as sole surviving owner of the Cup won by the yacht 
Ame rica at Cowes, Eng.. Aug. 22. 1851, of the first part, and 
the Xew York Yacht Club, of the second part, witnesseth : 

That the said party of the first part, for and in consideration 
of the premises and the performance of the conditions and agree- 
ments hereinafter set forth by the party of the second part, has 
granted, bargained, sold, assigned, transferred, and set over, 
and by these presents does bargain, sell, assign, transfer, and 
Set over unto said party of the second part, its successors and 
assigns, the Cup won by the schooner-yacht America at Cowes. 
Eng.. upon Aug. 22, 1851, to have and to hold the same to the 



PAIXE-BURGESS TESTIMONIAL. 89 

said party of the second part, its successors and assigns, in 
trust, nevertheless, for the following uses and purposes : — 

This Cup is donated upon the condition that it shall be pre- 
served as a perpetual challenge Cup for friendly competition be- 
tween foreign countries. Any organized yacht club of a foreign 
country, incorporated, patented, or licensed by the Legislature, 
Admiralty, or other executive department, having for its annual 
regatta an ocean water-course on the sea, or on an arm of the 
sea, or one which combines both, shall always be entitled to 
the right of sailing a match for this Cup with a yacht or vessel 
propelled by sails only and constructed in the country to which 
the challenging club belongs, against any one yacht or vessel 
constructed in the country of the club holding the Cup. 

The yachts or vessels, if of one mast, shall be not less than 
sixty-live nor more than ninety feet on the load-water line ; if 
of more than one mast, they shall be not less than eighty 
feet nor more than one hundred and fifteen feet on the load- 
water line. 

The challenging club shall give ten months' notice in writing, 
naming the days for the proposed races, but no race shall be 
sailed on the days intervening between November 1 and May 1. 

Accompanying the ten months' notice of challenge there must 
be sent the name of the owner and a certificate of the name, 
rig, and following dimensions of the challenging vessel, namely : 
Length on load-water line, beam at load-water line, and ex- 
treme beam, and draught of water, which dimensions shall not 
be exceeded ; and a Custom-House registry of the vessel must 
be sent as soon as possible. 

Vessels selected to compete for this Cup must proceed under 
sail on their own bottoms to the port where the contest is to 
take place. 

Centre-board or sliding-keel vessels shall always be allowed 
to compete in any race for this Cup, and no restriction or limita- 



90 PAINE-BUEGESS TESTIMONIAL. 

tion whatever shall be placed upon the use of such centre-board 
or sliding keel, nor shall the centre-board or sliding keel be con- 
sidered a part of the vessel for any purposes of measurement. 

The club challeDging for the Cup and the club holding the 
same may, by mutual consent, make any arrangement satisfac- 
tory to both as to the dates, courses, number of trials, rules, 
and sailing regulations, and any and all other conditions of the 
match, in which case also the ten months' notice may be waived. 

In case the parties cannot mutually agree upon the terms of 
a match, then three races shall be sailed, and the winner of two 
of such races shall be entitled to the Cup. All such races 
shall be on ocean courses, free from headlands, as follows : — 

The first race, twenty nautical miles to windward and return ; 
the second race, an equilateral triangular race of thirty- nine 
nautical miles, the first side of which shall be a beat to wind- 
ward ; the third race, if necessary, twenty nautical miles to 
windward and return, and one week-day shall intervene be- 
tween the conclusion of one race and the starting of the next 
race. 

These ocean courses shall be practicable in all parts for 
vessels of 22 feet draught of water, and shall be selected by 
the club holding the Cup ; and these races shall be sailed 
subject to the rules and sailing regulations, so far as the same 
do not conflict with the provisions of this deed of gift, but 
without any time allowance whatever. 

The challenged club shall not be required to name its rep- 
resentative vessel until at the time agreed upon for the start ; 
but the vessel when named must compete in all the races, and 
each of such races must be completed within seven hours. 

Should the club holding the Cup be, for any cause, dis- 
solved, the Cup shall be transferred to some club of the same 
nationality eligible to challenge under this deed of gift to 
trust and subject to its provisions. 



PAIXE-BURGESS TESTIMONIAL. 91 

In the event of the failure of such transfer within three 
months after such dissolution, said Cup shall revert to the 
preceding club holding the same, and under the terms of the 
deed of gift. 

It is distinctly understood that the Cup is to be the property 
of the club, subject to the provisions of this deed, and not 
the property of the owner or owners of any vessel winning a 
match. 

No vessel which has been defeated in a match for this Cup 
can be again selected by any club as its representative after 
a contest for it by some other vessel has intervened, or until 
after the expiration of two years from the time of such defeat. 

And when a challenge from a club fulfilling all the condi- 
tions required by this instrument has been received, no other 
challenge can be considered until the pending event has been 
decided. 

And the said party of the second part hereby accepts the 
said Cup, subject to the said trust, terms, and conditions, and 
hereby covenants and agrees, to and with the said party of 
the first part, that it will faithfully and fully see that the 
foregoing conditions are fully observed and complied with by 
any contestant for the said Cup during the holding thereof by 
it, and that it will assign, transfer, and deliver the said Cap 
to the foreign yacht club whose representative yacht shall have 
won the same in accordance with the foregoing terms and 
conditions, provided the said foreign club shall, by instrument 
in writing, lawfully executed, enter with the said party of the 
second part into the like covenants as are herein entered into 
by it, such instrument to contain a like provision for the 
successive assignees to enter into the same covenants with 
their respective assignors, and to be executed in duplicate, 
one to be retained by each club, and a copy thereof forwarded 
to the said party of the second part. 



92 PAIXE-BUKGESS TESTIMONIAL. 

In witness whereof said party of the first part has hereunto 
set his hand and seal, and the said party of the second part 
has caused its corporate seal to be affixed to these presents, 
and the same to be signed by its Commodore and attested by 
its Secretary, the day and year first above written. 



GEORGE L. SCHUYLER 



THE NEW YORK YACHT CLUB, 

Seal of the New j £y ElBRIDGE T. GeRRY, 

York Yacht Club. ) ^ , 

Commodore. 
John H. Bird, 

Secretary. 
In the presence of H. D. Hamilton. 



After the reading of the new deed, the following: 
resolution was unanimously passed : — 

Resolved, That the New York Yacht Club accepts the Cup 
won by the schooner-yacht America, upon the terms and 
conditions stated in the deed of gift executed and delivered by 
George L. Schuyler as surviving owner thereof to it, bearing 
date the 25th day of October, 1887, and hereby testifies and 
confirms the acts of the Commodore and Secretary of this club 
in joining in the execution and acceptance of said deed of 
gift. 

Resolved, That the deed of gift of the America's Cup be 
entered at length upon the minutes of this club, and that the 
Secretary be and is hereby requested to furnish to all foreign 
yacht clubs a copy thereof. 



BIOGRAPHICAL SKETCHES 



OP 



CHARLES J. PAINE AND EDWARD BURGESS. 





I 



04. 




Coc^JZ^ 



BIOGRAPHICAL SKETCH 



CHARLES J. PAINE 



Chakles Jackson Paine was born in Boston in the year 
1833, being the eldest of three brothers, — Charles J., 
William C, and Robert T. He has three sisters, all un- 
married. His brother William, whose country residence 
is at Beverly Farms, graduated at the head of his class 
in Harvard University, and subsequently left West Point 
number one in his class. He was in the army but a 
short time. Robert T. is well known for his interest in 
all philanthropical and public movements. Charles Jackson 
Paine's name is borne upon the list of graduates of 
Harvard University in the year 1853 ; among his classmates 
being such men as John Quincy Adams, Albert Gallatin 
Browne, Uriel H. Crocker, Elbridge Jefferson Cutler, 
Wilder Dwight, Charles W. Eliot, Arthur Theodore Lyman, 
Robert S. Rantoul, John D. Washburn, Aaron D. Weld, 
and Justin Winsor. Mr. Paine studied law, and is still 
recognized as a lawyer by profession ; but it does not 
appear that he has ever practised. He inherited a modest 
property, and upon his marriage with a daughter of the 
late John Bryant he found his belongings very consider- 



96 PAIXE-BURGESS TESTIMONIAL. 

ably increased. The father of his bride was the senior 
member of the old mercantile firm of Bryant & Sturgis, 
whose operations began in dealings with the Xorth Ameri- 
can coast and up the Columbia river, and entering later into 
the East India trade. General Paine has given his attention 
chiefly to large railway enterprises, and being one of those 
favored ones who possess the Midas touch, his operations 
have universally proved successful. 

General Paine's war record is an honorable one. He 
was commissioned as captain in the Twenty-Second Mas- 
sachusetts Infantry (the Henry Wilson regiment), Oct. 8, 
1861, and remained with it until the following January, 
when he resigned to accept higher office elsewhere. During 
his connection with the Twenty-Second he saw no active 
service, the corps being within the defences of the capital 
through the winter of 1861-62. But while in this camp 
of instruction Captain Paine received a valuable training 
in military affairs, under the instruction of a competent 
teacher, Col. Jesse A. Gove, who, it will be remembered, 
was killed at Gaines's Mill, June 27, 1862. Gen. kelson 
A. Miles was a lieutenant in the Twentv-Second, also 
Gen. Thomas Sherwin. On the 14th of January, 1862, 
Captain Paine was promoted to major of the Thirtieth 
Massachusetts, Lieutenant-Col. Jonas H. French being in 
command. This was one of the two Butler regiments 
over the regularity of whose enlistment there was so much 
contention between General Butler and Governor Andrew. 
Major Paine never received his commission from Massa- 
chusetts, although it was known that Governor Andrew 
would have given it had a list of the regiment's officers 
been forwarded, as directed. With the exception of Colonel 



PAINE-BURGESS TESTIMONIAL. 97 

French, who was made aide-de-camp on Butler's staff, 
and subsequently provost-marshal at New Orleans, the 
officers of the regiment received their commissions after 
Colonel Dudley took command. Major Paine remained 
with the regiment a short time at Ship Island, and then 
returned to Massachusetts. After the occupancy of New 
Orleans, General Butler opened recruiting offices in this 
city, and two white regiments were raised, respectively 
known as the First and Second Louisiana Infantry. 

Major Paine was commissioned as colonel of the Second 
Louisiana regiment, Oct. 25, 1862. He had previously 
been commissioned as major of the Thirty-Ninth, but his 
commission was never issued. Upon receiving notice of his 
appointment as colonel of the Louisiana regiment, he started 
from Boston within twenty -four hours, taking the first 
steamer leaving for New Orleans. He remained with the 
regiment until March 8, 1864, when he resigned. Colouel 
Paine went through the Avar, ending with the capture of 
Port Hudson, where he commanded a brigade, and where 
he was severely wounded. On the 4th of July, 1864, he 
was made a brigadier-general of volunteers, and assigned 
to the command of the colored division of the Tenth 
Corps, and took part in both attacks upon Fort Fisher. 
It was " for meritorious and valuable services " at the 
capture of that fortress that he received the brevet rank 
of major-general of volunteers, Jan. 15, 1865. During 
the closing months of the war he served in North Caro- 
lina under Terry and Scoville. 

General Paine began his yachting career when he was 
quite young. He has been a close student in all that 
pertains to yacht designing and yacht sailing, and Mr. 



98 PAINE-BURGESS TESTIMONIAL. 

Edward Burgess says that many of the changes on the 
Mayflower from the Puritan were made at the suggestion 
of General Paine. In yachting circles all over the coun- 
try, and indeed all over the civilized world, General 
Paine is well known, and it is generally conceded that 
he has no superior among the amateur yachtsmen. When 
General Paine bought the Halcyon, ten years ago, she 
was comparatively a slow vessel. Under his control she 
was greatly improved, so that during the last few years 
she was rated even w T ith Grayling and Montauk. General 
Paine has a fine summer residence at Weston, Mass., and 
here he spends much of his time farming, when not on 
his yacht. General Paine was one of the syndicate which 
built the Puritan, and he was also a member of the 
executive committee which had charge of her in the sea- 
son of 1885. After the races the Puritan was sold by 
auction in New York, and she was purchased by General 
Paine for $13,500. Late in the fall General Paine sold 
the Puritan to Commodore Forbes, and in the folio win o- 
spring he decided to build the Mayflower. The Volunteer, 
his latest possession, was built during the present year. 
Its achievements are too well known to need comment in 
this place. 

General Paine probably is the least known man for one 
who is so well known that can be found in the descendant 
of a family which includes a signer of the Declaration of 
Independence, Robert Treat Paine ; the possible author of 
that immortal document, Thomas Paine ; and the writer 
of that pathetic song "Home, Sweet Home," known 
everywhere where there are homes, John Howard Payne; 
— a wealthy citizen, a distinguished military hero, a 



PAINE-BUKGESS TESTIMONIAL. 99 

yachtsman beyond compare, and yet known personally by 
a mere handful. That early ancestor, Hugh de Pajen, of 
crusading times, mio'ht pass through Boston and be recog- 
nized by nearly as many citizens as his descendant of 
the nineteenth century. 



BIOGRAPHICAL SKETCH 



EDWARD BURGESS 



Edward Burgess is a member of one of the best known 
of Boston families, and was born in this city in 1848. 
His father was well known as one of the largest traders 
in West India goods in the East. He developed a fond- 
ness for yachting as long ago as 1858, when he began 
preparations for entering Harvard College, and his interest 
in the pastime has steadily increased through all the years 
he has followed it. He graduated at Harvard, in 1871, 
in the class with Henry Cabot Lodge and other well- 
known Massachusetts men. Although mathematics was 
always a favorite study with Mr. Burgess, he did not 
begin to apply it to naval architecture until 1882, and 
his first bis; venture was with the Puritan. Among the 
vessels he has designed may be mentioned the cutter 
Rondina ; centre-board sloops Puritan, Mayflower, Van- 
dal, Titania, and Volunteer; cutters Zigeuner, Pappoose; 
schooners Sachem, Gundred; steam yachts Hanniel, Sheer- 
water; and the flying fisherman, that has recently been 
launched, called Carrie E. Phillips. Notwithstanding his 
success with the Puritan, Mr. Burgess felt confident, after 













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S< 



c-u 




PAIXE-BURGESS TESTIMONIAL. 101 

his experience with the winner of the Cup, that he could 
improve on her lines and make a better " all-round ship " ; 
and as the result of his efforts the Mayfloicer was con- 
structed in 1886, and her superiority over the Puritan 
proved the correctness of his calculations. But the experi- 
ence of the year 1887 has shown that he is still able to im- 
prove upon his own work, for in the Volunteer he eclipsed 
his former efforts, and produced a boat superior in all 
respects to both the Puritan and the Mayflower. 

Ever since the formation of the Eastern Yacht Club Mr. 
Burgess has been one of its most active members, and is 
to-day its secretary. Mr. Burgess has been secretary of the 
Boston Society of Natural History for fifteen years, but has 
recently resigned this office from lack of time. 

His remarkable achievements thus far in desio'nino- the 
three famous boats to defend the America's Cup in the 
international regattas have won for him a world-wide repu- 
tation, and entitle him to a foremost position as a naval 
architect and designer of fast vessels. 



THE RECEPTION IN FANEUIL HALL. 



THE RECEPTION IN EANEUIL HALL. 



As soon as the result of the races was ascertained, and it 
was known that the Volunteer had triumphed over her rival 
the Thistle, Mayor O'Brien, with his accustomed fore- 
thought and public spirit, conceived the idea of tendering 
a public reception to our fellow-citizens, Messrs. Paine 
and Burgess, who had attained so much distinction on 
account of their identity with the winning boats in three 
successive contests for the possession of the America's Cup. 
It is needless to state that the proposition of His Honor 
the Mayor met with immediate approval ; a committee of 
arrangements was organized, consisting of the following 
named gentlemen, to have charge of the reception, and 
Faneuil Hall was selected as the place where it should 
be held. 

COMMITTEE ON RECEPTION. 

Charles A. Prince, E. B. Haskell, 

Phineas Pierce, J. H. Haines, 

Henry R. Reed, John H. Holmes, 

Godfrey Morse, Geo. F. Babbitt, 

Augustus P. Martin, Albert T. Whiting, 

M. M. Cunniff, Horace T. Rockwell, 

W. B. Clapp, John S. Damrell, 

Charles H. Taylor, Martin Brimmer, 



106 



PAINE-BUKGESS TESTIMONIAL. 



Ralph H. White, 
Eben D. Jordan, 
Eugene V. R. Thayer, 
John Boyle O'Reilly, 
Thomas J. Barry, 
Patrick J. Donovan, 
David F. Barry, 
Jacob Hecht, 
Timothy J. Dacey, 
A. Shuman, 
Jesse M. Gove, 
J. Malcolm Forbes, 
Charles V. "Whitten, 
Patrick Maguire, 
Charles M. Clapp, 
Joseph Iasigi, 
Jonas H. French, 
Thomas J. Gargan, 



Robert F. Clark, 

Francis Peabody, Jr., 

W. F. Weld, 

Robert H. Stevenson, 

T. Jefferson Coolidge, Jr., 

Chas. C. Jackson, 

E. H. Clement, 
W. C. Barrett, 
Lawrence Tucker, 
Walter H. French, 

M. J. KlLEY, 

Frank L. Dunne, 
Moses Merrill, 

F. A. Waterhouse, 
W. B. McClellan, 
Henry W. Savage, 
Thomas R. Mathews, 
Austin C. Wellington. 



The Committee met and organized by the choice of Mr. 
Robert F. Clark as chairman, who selected Mr. Nathaniel 
H. Taylor to act as secretary, and preparations for the 
reception immediately commenced and were carried forward 
with unabated zeal and energy. 

The following correspondence took place between Mayor 
O'Brien and General Paine in relation to the reception : — 

Executive Department, City Hall, 
Boston, Sept. 30, 1887. 
Gen. Chas. J. Paine : — 

Dear Sir, — I take great pleasure in tendering to you my 
hearty congratulations upon the grand victory which the Volunteer 
has won over the Thistle. 



PAINE-BURGESS TESTIMONIAL. 107 

I can assure you that I echo the sentiment of the citizens of 
Boston when I say that they are proud of the honor which you 
have conferred upon this city by winning, for the third successive 
year, the greatest yachting races ever known. 

I feel that it would give our citizens great pleasure to meet 
you publicly on your return to Boston ; I therefore suggest that 
you and Mr. Burgess accept, in behalf of the City, a public 
reception in Faneuil Hall as soon after your arrival here as may 
suit your convenience. I know that our citizens generally would 
like to take you each by the hand. 

Trusting that you will honor us by accepting this invitation, 
and inform me of the date that would be agreeable to you, 
I remain, yours very truly, 

HUGH O'BRIEN, 

Mayor. 

Yacht Volunteer, New York Harbor, 
Oct. 1, 1887. 
Hon. Hugh O'Brien, Mayor oj Boston: — 

Dear Sir, — I have the honor to acknowledge the receipt of 
your nattering invitation to Mr. Burgess and myself to a public 
reception in Faneuil Hall, and we fully appreciate the great 
honor you propose. 

We shall both be at home after next Wednesday, and beg 
you will have any date thereafter which may be agreeable to 
yourself. 

I am, sir, with great respect, 

Your obedient servant, 

CHAS. J. PAINE. 

Upon the receipt of General Paine's letter it was deter- 
mined to hold the reception on Friday, the 7th of October, 



108 PAINE-BURGESS TESTIMONIAL. 

at 6 o'clock P.M., and the following communications were 
forwarded to the City Council by the Mayor : — , 

City of Boston, Executive Department, 
Oct. 3, 1887. 
To the Honorable the City Council : — 

Gentlemen, — Gen. Chas. J. Paine of the yacht Volunteer, 
and her designer, Mr. Edward Burgess, having accepted an 
invitation to attend a popular reception to be given them at 
Faneuil Hall, on Friday, Oct. 7, 1887, at 6 o'clock P.M., you 
are cordially invited to be present. 

A printed invitation, giving admittance to the platform, will 
be sent to each member of the City Council. 

Yours respectfully, 

HUGH O'BRIEN, 

Mayor. 

On motion of Alderman Allen, the invitation was ac- 
cepted. Sent down. 

The following was received : — 

City of Boston, Executive Department, 
Oct. 3, 1887. 
To the Honorable Board of Aldermen : — 

The undersigned respectfully petitions for the use of Faneuil 
Hall on Friday, Oct. 7, 1887, at 6 o'clock P.M., for the pur- 
pose of holding a public meeting. 

HUGH O'BRIEN, 

Mayor. 

Referred to the Committee on Faneuil Hall, etc. 
Later in the session Alderman N. G. Smith offered an 



PAIXE-BURGESS TESTIMONIAL. 109 

order, That the use of Faneuil Hall be granted to the 
Hod. Hugh O'Brien, Mayor, on Friday, October 7th inst., 
for the purpose of extending courtesies to Gen. Charles J. 
Paine, the owner of the champion yacht Volunteer, and to 
the designer of said yacht, Edward Burgess, Esq., free of 
expense. 

Passed, under a suspension of the rule. 

Later in the session Alderman Lee offered the follow- 
ing : — 

Resolved, 1 That the thanks of the City Council are due to 
Gen. Charles J. Paine and Mr. Edward Burgess for their energy 

1 The following acknowledgment was subsequently received by His Honor the Mayor 
from Messrs. Paine and Burgess, and transmitted to the City Council : — 

Executive Department, 

Nov. 17, 1887. 
To the Honorable the City Council: — 

Gentlemen - , — I have the honor to transmit herewith a communication from Messrs. 
Charles J. Paine and Edward Burgess, acknowledging the receipt of copies of the resolu- 
tions recently passed by the City Council concerning the late international yachting 

contest. 

Yours respectfully, 

HUGH O'BRIEN, 

Mayor. 

To His Honor Mayor O'Brien and the City Council of Boston : — 

We have received copies of the resolution of the City Council of Boston, adopted Oct. 

3, 1887, thanking us for our services in connection with the late international yachting 

contest, and we beg to express our deep sense of the honor you have been pleased to 

confer on us by such an unparalleled compliment. We shall cherish with pride 

during our lives the beautiful copies of the resolution presented to us, and shall 

transmit them as most freasured mementoes to our children. 

We are, very respectfully, 

Your obedient servants, 

CHARLES J. PAINE, 

EDWARD BURGESS. 
Boston, Nov. 16, 1887. 



110 PAINE-BURGESS TESTIMONIAL. 

and progressiveness in promoting the success of international 
yachting regattas, and for their victories over their English and 
Scotch competitors for the last three successive years. The vic- 
tory of the Volunteer over the Thistle is of local as well as 
national importance, and the citizens of Boston will ever hold 
in kindest remembrance Messrs. Paine and Burgess, who made 
it possible for our city to have such a great honor conferred 
upon it. 

Ordered, That a copy of this resolution be presented to Gen. 
Charles J. Paine and Mr. Edward Burgess as an expression of 
the City Council of Boston for the victories of the Puritan, 
Mayflower, and Volunteer. 



The resolve and order were passed unanimously, under a 
suspension of the rule, and were adopted in concurrence 
by the Common Council at their meeting October 6. 

The numerous details incident to the reception were care- 
fully looked after by the committee, under the direction 
of the chairman. Invitations were issued to seats upon 
the platform, and, as usual, the galleries were reserved 
for ladies. The decorations were in charge of Mr. M. J. 
Kiley, and all the materials made use of were furnished 
by courtesy to the city, especially for the occasion. These 
consisted of flags and streamers, furnished by I. W. Wheeler 
& Co. ; yacht furnishings, etc., from C. C. Hutchinson and 
Bagnall & Loud. The floral yacht designs were furnished 
by William E. Doyle and Twombly & Sons. 

The people began to assemble long before the hour 
announced for the meeting, and at 6 o'clock the hall 
was crowded in every part, and a dense throng were 
gathered in the square below. So great was the crowd 



PAINE-BURGESS TESTIMONIAL. HI 

that travel was impeded, and further ingress to the build- 
ing was practically impossible. 

Within the hall, assembled upon the platform, were to 
be seen a large number of Boston's distinguished and well- 
known men. Among them were the following : Robert 
Treat Paine, Pkineas Pierce, Godfrey Morse, Edwin B. 
Haskell, John H. Holmes, ex-Mayor Augustus P. Martin, 
ex-Mayor Frederic O. Prince, Mayor William E. Russell, 
of Cambridge, Charles H. Taylor, T. Jefferson Coolidge, 
Jr., Jonas H. French, Walter H. French, Francis Pea- 
body, Jr., Col. Robert H. Stevenson, Jacob Hecht, Patrick 
Maguire, Joseph Iasigi, Thomas J. Gargan, Col. Robert F. 
Clark, William F. Weld, Jr., Charles C. Jackson, Lawrence 
Tucker, F. H. Waterhouse, W. B. McClellan, Jesse Brown, 1 
Com. Henry W. Savage, Dorchester Yacht Club, M. J. 
Kiley, George H. Richards, Rev. J. P. Bodfish, Eben D. 
Jordan, C. M. Clapp, Martin Brimmer, George F. Babbitt, 
E. H. Clement, Moses Merrill, Hon. Charles Levi Wood- 
bury, Gen. N. P. Banks, M. M. Cunniff, W. E. Barrett, 
John S. Damrell, Eugene Y. R. Thayer, T. J. Barry, 
P. J. Donovan, George P. Chase, William Everett, Com- 
modore Hovey, Col. Thomas R. Mathews, Harry A. 
M'Glenen, Henry J. Weil, George N. Fisher, Jr., W. 
Lloyd Jeffries, Henry Buck, L. M. Clark, Robert T. 
Boit, Rev. E. A. Horton, Charles F. Loring, James Gal- 
lagher, New Haven Yacht Club, Col. Henry Walker. 



i Jesse Brown is the only surviving 1 member of the crew of the America and 
is the brother of Capt. Richard Brown, who was commander of the America, 
at the time the Cup was won. He is a veteran of the Mexican war, and also 
the late Civil war, and was severely wounded in both wars. He resides in Rox- 
bury. 



112 PAINE-BURGESS TESTIMONIAL. 

The following description of the appearance of the hall 
and the decorations is taken from the "Boston Post" of 
October 8 : — 

" The public that had been momentarily thickening, both 
on the floor and in the galleries, took note perforce of 
this arrangement, and also of those embellishments of the 
stage upon which the photographer had focussed his 
camera. Above the great canvas on which the godlike 
Daniel is seen making his immortal plea for ' liberty and 
union ' stretched a broad band of white bunting, in the 
centre of which, in large crimson letters, was the word 
Volunteer, and on the sides the names of her older and 
somewhat passe, but still fast- and dashing, sisters May- 
flower and Puritan, It was easy to imagine that it was 
of this very bunting that the great orator was speaking as 
he rolled out in his grand organ tones the noble longing : 
c Let my eyes' last feeble and lingering glance behold the 
gorgeous ensign . . . now known and honored through- 
out the earth, still full high advanced, its arms and trophies 
streaming in their original lustre, . . . [and] every- 
where, spread all over in characters of living light, blaz- 
ing on all its ample folds as they float over the sea and 
over the land, and in every wind under the whole heavens, 
that . . . sentiment dear to ever^ true American heart,' 
Puritan, Mayflower, Volunteer, now and forever ! 

"Against the wall, upon either side of the stage, was a 
floral Volunteer, and the two were engaged in a strenuous 
contest for a cup of bliss, to be the possession of the 
winner of the general suffrage as the truest likeness of the 
illustrious original. The yacht upon the northerly side, 



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PALNE-BURGESS TESTIMONIAL. 113 

under full sail, was ploughing waves of ivy leaves, crested 
with foam of cape flowers. Her hull was of white asters, 
her deck of carnation pinks, her spars and rigging of 
purple immortelles, and her white sails of cape flowers. 
She was the pet boat of Twombly & Sons. Her designer 
and modeller was Mr. J. W. Linnell. She was a thing 
of beauty and a joy through all her eight feet of length 
to the veteran yachtsmen who gazed at her. { See the 
lines of that hull ! ' exclaimed one of them to a companion ; 
? the man who designed that had an eye ! ' An American 
eagle, perched upon a stand above the yacht, held sus- 
pended from his beak a wreath of laurel. The rival Vol- 
unteer was about of the same dimensions, and was built 
by William E. Doyle. She had apparently struck a calm, 
for her sea of ferns lay smooth and sprayless. Her hull 
and spars and rigging were composed like those of the 
pendant yacht, but her deck was of white asters instead 
of carnation pinks. Upon the main-sail she bore in purple 
immortelles the significant inscription, r ll min. 48| sec' 
— the f size' of the Volunteer's second victory over the 
saucy Thistle. 

"At the southerly corner of the stage, upon a stand cov- 
ered with the national colors, stood the America's Cup, — 
not the celebrated trophy itself, but a magnificent floral 
representation, by means of which Mr. Doyle, the florist 
and donor, covered himself w 7 ith glory. It was four feet 
in height. The handle was of crimson king carnations, 
the top of yellow chrysanthemums, the neck and base of 
white asters, and the bowl of pink asters, with a front 
of white. Upon this front, in purple immortelles, was 
wrought 'America's Cup,' and upon the base, ' Defended 



114 PAINE-BUKGESS TESTIMONIAL. 

by the Volunteer.'' Upon the opposite corner of the stage 
stood a binnacle containing a handsome compass, — a du- 
plicate of that made by Ritchie for the Volunteer. At 
the side of the binnacle was one of the four peak blocks 
made by Bagnall & Sons for the winner, which used only 
three of them. It has a bright metal horseshoe upon its 
side, inscribed f Good Luck,' and "Volunteer of Boston.' 
This corner of the stage, as well as the other, was flanked 
with a small yacht cannon of polished bronze metal, 
mounted upon a mahogany carriage, — duplicates of those 
carried by the Volunteer. Upon the wall at the back 
of the stage, between the busts of John Adams and John 
Quincy Adams, was a facsimile of the Ham nautical 
clock, which strikes bells instead of hours, in the Volun- 
teer's cabin. All of these were presented by C. C. 
Hutchinson & Co. 

"Above the big clock, opposite the platform, were the 
private signals of General Paine, — a blue field, white 
diamond, and red cross, — and the yellow signal of the 
Eastern Yacht Club. From the front of the balconies the 
flags of the Hull, South Boston, Corinthian, Beverly, Lynn, 
West Lynn, Dorchester, Bunker Hill, Jeffries, Monatiquit, 
Quincy, and New Bedford yacht clubs depended and 
mino'led their various hues. Six national flags hung from 
the ceiling. A portrait against the front of the easterly 
balcony was draped with the American flag. It is one of 
the permanent ornaments of the hall, and is a likeness 
of Robert Treat Paine, General Paine's great-grandfather." 



The gathering; a ^ Paneuil Hall was a most remarkable 
one, not only in point of numbers, but in character, in 



PAINE-BURGESS TESTIMONIAL. Ho 

the general good feeling displayed, and the enthusiasm 
expressed throughout. At intervals during the meeting His 
Honor the Mayor would call a halt in the speech-making 
and allow the assembled multitude an opportunity to 
greet the guests of the evening with a hand-shake. The 
crowd passed over the platform in single file, and it is 
estimated that at least seven thousand persons availed 
themselves of the chance to shake hands with Messrs. 
Paixe and Burgess. 

The following description of the assembly appeared in 
the " Boston Herald " of October 8 : — 

"There was nothing about this meeting so striking, 
nothing so inspiring, nothing so profitable, to the com- 
munity as the spirit of genuine American patriotism which 
pervaded it. It was a grand audience to look at, for it 
was composed of men. Some were young, some were 
old, but, looked at from the platform, it was a gathering 
of voters, — of Bostonians such as Faneuil Hall does not 
often see. As the long procession of men anxious to 
congratulate Messrs. Paine and Burgess wound its way 
along, the critical observer could not help noting its char- 
acter. It was not a gang such as might be called to- 
gether on the street by the news of some victory of more 
or less importance. Not at all. It was as fine a collec- 
tion of solid, sober American citizens as the old hall ever 
held. 

"The American spirit is not dead, nor is it likely to 
die. The men who spoke last evening, as men who loved 
their country, — Horton and Bodfish, Woodbury and the 
rest of them, — were not applauded for their eloquence, 



116 PAINE-BURGESS TESTIMONIAL. 

but for their patriotism, — and what a lesson they gave to 
their enthusiastic hearers ! 

"Whatever honors Messrs. Paine and Burgess may have 
received, they will never have one so great as this, — 
that they have stirred up patriotic sentiment from its 
depths, and have not only given us something to be proud 
of, but given new life to the pride every American feels 
in his country and in his citizenship. 

"No one who saw that grand array of men in Faneuil 
Hall last night will ever forget it. For a lifetime it will 
be remembered." 

A few minutes before 6 o'clock Mayor O'Brien ap- 
peared upon the platform, followed by General Paine and 
Mr. Burgess. Their appearance was the signal for an 
outburst of cheers and applause such as is seldom heard in 
the historic old building. When the tumult had subsided, 
Mayor O'Brien stepped forward and spoke as follows : — 



MAYOR O'BRIEN'S ADDRESS. 

Ladies and Gentlemen: Our programme is a 
long one, and, as time is precious, my remarks will 
be very brief. This large and enthusiastic meeting 
must be very gratifying to our distinguished guests. 
The battle has been fought and the victory won. 
All honor to Charles J. Paine for the enterprise, 
the liberality, and courage which enabled him to 
come off victorious in three successive contests! 
All honor to Edward Burgess for the inventive 



PAINE-BURGESS TESTIMONIAL. 117 

genius and ability he has displayed in modelling, 
designing, and building yachts that for speed are un- 
surpassed! All honor to the officers and men who 
manned the Puritan, Mayflower, and Volunteer! 
They deserve the gratitude of the country. We 
hold the Cup that the America won more than a 
generation ago, and we will continue to try and hold 
it, against all competitors, for generations to come. 
The Puritan, the Mayflower, and the Volunteer, 
with their owner, designer, officers, and crews, 
will always be gratefully remembered by every 
citizen who believes in American pluck, American 
seamanship, and American supremacy. T have now 
the honor of introducing General Paine. 

When General Paine stepped forward the applause that 
greeted him lasted nearly a minute, and terminated with 
three cheers and a tiger for the champion of the America's 
Cup. He was visibly affected by the heartiness of his re- 
ception, and spoke as follows : — 



SPEECH OF GEN. CHARLES J. PAINE. 

I thank you for this reception, and I thank you 
still more for the hearty greetings with which you 
have received us. I have always known that yachts- 
men cherished the famous America's Cup, and would 
make themselves, and would encourage in others, 
every exertion in its defence. But never till now 



118 PAINE-BURGESS TESTIMONIAL. 

did I realize how entirely the interest in that Cup 
had pervaded the community, and how deeply it had 
become a matter of pride and patriotism to guard 
it safely. 

But this immense gathering here to-night proves 
how general and how intense the interest is, and 
how great is the gratification of the community at 
our success in the late contest; and I assure you 
that the sense of having contributed what little I 
could to the gratification of so many of my fellow- 
citizens is a reward far greater than I expected, 
and the greatest that is possible. I fear some of 
you expect me to say something about the races; 
but all who are interested in yachting have read the 
details in the papers, and those who are not interested 
in yachting do not care for them. I wish to say 
this, however, about the race, that one of the causes 
that contributed to our victory was the fact that we 
did not undervalue our antagonist. We prepared, 
as well as we could, to meet the fastest yacht ever 
built upon the other side of the Atlantic, — a yacht 
much faster now than most yachtsmen appreciate. 

I wish to take this opportunity to publicly thank 
Captain Haff and the crew of the Volunteer, 
whom I regret not to see here. They have labored 
with the utmost zeal, and have done grand work 
from beginning to end. No better men ever trod 
a yacht's deck. I wish also to thank publicly the 
members of the New York Yacht Club for their 



PAINE-BURGESS TESTIMONIAL. 119 

kindness before and during the races. They did 
everything in their power to help us, both by their 
personal assistance and by offering the use of their 
yachts and their crews. And last, but not least, I 
wish to thank Commodore Forbes of the Puritan 
for bringing his yacht from Naushon to ISTew York 
for the purpose of helping us. He brought with 
him as good a crew as any yacht could wish, and 
it was a useful and a most kindly act. 

Only one thing more. Our friends across the 
water are now thoroughly waked up to the fact that 
we have a Cup here that they want very much. That 
Cup represents a great deal, and they are coming for 
it every year, and each year better equipped; the 
contests will become closer year after year. But we 
may always feel hopeful of a happy result while my 
young friend Mr. Burgess is ready to bring forward 
a boat to meet them. 

At the conclusion of General Paine's remarks, His Honor 
the Mayor introduced Mr. Edward Burgess, the great 
yacht designer, who also received a tremendous burst of 
applause, and after quiet had been restored he spoke as 
follows : — 

REMARKS OF EDWARD BURGESS. 

Mr. Mayor and Fellow-Citizens: If there are 
any of my schoolmates here they can tell yon 
that among the studies I most sedulously neglected 



120 PAIXE-BURGESS TESTIMONIAL. 

for the reprehensible pastime of drawing yachts 
upon the margins of my school-books was the im- 
portant one of rhetoric. I have had cause on some 
occasions to regret my lack of diligence in this 
respect, but never as to-night, when I find myself 
unable to express how deeply I feel the great 
honor you do me. To use that hackneyed 
phrase, " my feelings may be better imagined than 
described." I beg you to use your imagination 
generously, and fancy I have thanked you as I 
ought, rather than as my hesitating tongue finds 
possible. 

And now let me join in the homage you offer 
to the chief guest of the evening, General Paine. 
I wish I could tell you how much our yachting 
prestige is due to him. It is needless for me to say 
that the world knows no other yachtsman like him, 
— his achievements show that, — but probably few of 
you, even among those who are yachtsmen, have any 
idea what it is to carry through a campaign like 
that just passed. From the beginning General 
Paine has thought out the effect of every line, and 
every detail of construction and rig, and directed 
all, so as to secure him the possession of the 
fastest yacht in the world. These large racing 
sloops are most complicated and delicate machines, 
and only the most skilful engineer can hope to 
run them with success. I have been simply his 
executive officer. 



PAINE-BURGESS TESTIMONIAL. 121 

On Mr. Burgess resuming his seat three cheers were 
called for and given in his honor. 

Governor Ames was next introduced by the Mayor, and 
spoke as follows: — 



REMARKS OF GOVERNOR OLIVER AMES. 

Ladies and Gentlemen: We meet here to- 
night as Americans to honor two eminent citizens 
of Boston, who have shown to the world what 
Yankee ingenuity and enterprise can do. Massa- 
chusetts is proud that she can claim them as 
her sons, and in her name I congratulate General 
Paine on his energy, patriotism, and courage, 
and Mr. Burgess on his genius and scientific 
acquirements, the combinations of which have en- 
abled them for three succeeding years to win 
victories that have made every American heart 
thrill with pride. 

Let us, then, give to Gen. Charles J. Paine and 
Designer Edward Burgess that praise with which 
our hearts are overflowing, and express to them our 
confidence that as long as they work together 
Americans can be sure that on sea, at least, our 
flag will always be in the fore. 

Ex-Mayor Frederic O. Prince was the next speaker. 



122 PAINE-BURGESS TESTIMONIAL. 



remarks of the hon. frederic 0. prince. 

Me. Chairman and Ladies and Gentlemen: 
When the hearts of our citizens are stirred by 
strong emotions., touching matters of general in- f 
terest, they have been accustomed to come to the 
Old Hall, and have their sentiments expressed in 
speech. These walls have resounded again and 
again to the oratory of the patriot, the statesman, 
the politician, the philanthropist, the eulogist, and 
others who have addressed their fellow-citizens 
upon subjects where they have felt deeply and 
warmly. There is wisdom in this, as eloquence 
usually results in action. But our people have 
never come here before on an occasion like the 
present. ~No questions touching political or social 
affairs interest us to-night. This great assemblage 
of earnest, enthusiastic, and exultant citizens is 
gathered to express our appreciation of the skill 
and energy of our two distinguished townsmen — I 
am glad to know that they are our townsmen and 
compatriots — in achieving a great victory, — ay, three 
great victories; victories, as you know, of peace 
and not of war, which have caused no wounds 
but those of disappointment to the vanquished, 
and awakened no harsher feelings than, perhaps, 
the desire and determination for another friendly 
contest; but victories, nevertheless, which have re- 
flected honor and credit upon Boston and its people. 



PATNE-BTJRGESS TESTIMONIAL. 123 

The story of these contests has often been told, 
for they have been the frequent theme of discus- 
sion in all those places where our citizens are 
wont to meet and speak of the things which in- 
terest them, — at the clubs, the hotels, the exchange, 
the broker's board — and, I fear, where the con- 
sideration of secular things is not in order. The 
newspapers have been full of the matter. The story 
will be retold to-night, but I feel that repetition 
will not tire you. 

You well remember, fellow-citizens, how the 
gallant yacht America crossed the ocean and won 
the Cup of honor in a race, not with one boat 
only, but with a fleet of English boats; and, what 
is more, that John Bull, who so rarely knows 
when he is beaten, conceded the victory, claiming, 
however, if my memory is correct, that if some- 
thing had happened — if the wind had been stronger 
or lighter, or the sea smoother or rougher, or the 
weather hotter or colder — the result might have 
been different. 

You know that the yachtsmen of the old country 
have been moved since their defeat by the intense 
desire to get' back the lost trophy, and made in 
vain many attempts to do so. This feeling was 
commendable, and showed the true game spirit. 
These repeated efforts awakened a deep interest in 
yachting on both sides of the ocean. 

Three years ago another and most vigorous effort 



124 PAIXE-BUKGESS TESTIMONIAL. 

was made to recover the coveted prize, and one 
of the fastest of the English yachts was entered 
for the race. Our two distinguished friends, — those 
we honor to-night, — apprehensive that the Kew 
York yachts might not be able to defend success- 
fully the Cup, designed and constructed the beauti- 
ful Puritan, which, after a contest which greatly 
excited all the yachting world here, won an easy 
victory over her competitor. 

Uudisheartened by defeat, the next year another 
effort for the Cup was made ; this time by a 
gallant and generous yachtsman, who would have 
borne victory as magnanimously as he bore defeat. 
He brought with him a boat with a distinguished 
record in many English races, but General Paine 
and Mr. Burgess pitted against her another of 
their wonderful creations, — our peerless Mayflower, 
— which, Camilla-like, " skimmed along the main r 
with such speed and success that the Cup remained 
safely in American hands. 

Once more into the breach, — another race was 
demanded, and now the Scot proposed to take a 
hand in it, and show his English brothers how 
fields were won. A beautiful specimen of naval 
architecture — a boat which had beaten every yacht 
which had been matched against her in English 
seas; a boat which "walked the waters like a 
thing of life" — was entered for the silver prize. 
We all remember the great excitement which the 



PALXE-BUKGESS TESTIMONIAL. 125 

challenge made here. It was discussed everywhere. 
The w coming race " divided with politics public- 
attention. Our ignorance of the qualities and 
measurements of the Scotch boat intensified for 
some time the excitement. The yachtsmen here, 
and those versed in yachting matters, felt, perhaps, 
no alarm as to the result; but those who knew 
less — and these embraced, I suppose, most of our 
citizens — were anxious, many — I think a good 
many — very anxious, for the safety of the Cup. 
I am ashamed to say that I was of the latter 
class, for I was greatly alarmed. But again our 
gallant friends came to the rescue, and showed 
themselves equal to the demands of the occasion. 
They designed and built another defender, — the 
victorious Volunteer, — which showed her Scotch 
rival that on the sea the race is to the swift, 
however it may be on land; for the thunders of a 
hundred cannons, and the plaudits of thousands of 
delighted spectators, soon proclaimed the third 
triumph of Paine and Burgess. 

We should be grateful to them. We are grateful. 
These victories mean something more than mere 
sporting success. They mean that the old American 
skill in constructing naval craft — the old American 
superiority in seamanship — still survives. They 
mean the value of thought and study, and perse- 
verance and courage. They mean that mere acci- 
dent or luck cannot be relied upon to produce 



126 PAIXE-BURGESS TESTIMONIAL. 

certain desired results in ship construction, but that 
the perception of true fixed rules of form, and their 
application to certain conditions, are requisites for 
the sure attainment of specific ends. They mean 
that hereafter the reasoning faculty, and not K the rule 
of the thumb/* must be employed when we would 
glide swiftly over the seas. They mean the elevation 
of naval architecture from an art to a science. 

These victories also mean naval reform ; that our 
war-ships shall hereafter have speed, — one of the 
most important factors of success in sea-fights, — 
for the government cannot fail to employ the genius 
of Mr. Burgess in modelling onr national ships. 

My five minutes of time are not sufficient to point 
out all the value of his work, and I shall not attempt 
to do so. I am glad that our citizens appreciate so 
fully what he and General Paine have done. I am 
glad that they feel so generally — let me rather say 
so unanimously — grateful to them for the honor they 
have brought to the city. 

St. Paul says that w in everything we should give 
thanks." After his sea-experience, so graphically 
described in Scripture, he probably knew something 
about boats, and would doubtless approve our thanks- 
giving to General Paine and Mr. Burgess if he were 
here to-night ; so let us obey the injunction, and 
give them our most grateful thanks. 

Boston has been sometimes called K the Athens of 
America." If we resemble the Athenians of old we 



PAINE-BURGESS TESTIMONIAL. 127 

should give golden crowns, or their equivalent, to 
the designers and builders of our three naval graces, 
— the Puritan, the Mayflower, and the Volunteer; 
for, if I rightly remember my college reading, our 
prototypes gave such rewards, not only to the victors 
in sea-fights, but to those who had the best-appointed 
and swiftest triremes, and managed them most suc- 
cessfully. 

Let, therefore, the subscription in behalf of our two 
friends — which, I understand, has been started by 
the New York Yacht Club — become a national one, 
so that the testimonial shall be every way most 
valuable, and let Boston do its full part. 

By the way, I don't know how the honors of these 
triumphs are to be divided between the two gentle- 
men ; but, if there be any disagreement, I w T ill say, 
as President Lincoln said, when two of our generals 
were contending for the glory of a victory which 
both helped to achieve, " Have no discussion ; there 
is glory to go round so as to give each all that he 
can want." 

Mayor O'Brien here read a telegram to the following 
effect : — 

" Marblehead. 
" The Volunteer arrived here at 5 o'clock. Crew 
on their way to Boston in the ? Herald' tug. 

Will reach there about 7." 



128 PAINE-BURGESS TESTIMONIAL. 

The audience were at this point admitted to the platform 

to shake hands with General Paes t e and Mr. Burgess. 

After large numbers had availed themselves of the privilege 
the speaking was resumed. 

Dr. William Everett was next introduced. 

REMARKS OF DR. WILLIAM EVERETT. 

Fellow-Citizens : I observe that nobody has 
yet noticed how entirely proper it is that this cele- 
bration should be held in Faneuil Hall. You all 
know American history perfectly well, and so I need 
not remind you that when the voice of Massachusetts 
went forth in favor of freedom from Faneuil Hall, 
the first answer was that of Patrick Henry, speaking 
in the old House of Burgesses, in Virginia ; and 
it is now to the House of Burgesses that the United 
States owe their new Declaration of Independence 
on the sea. 

And, in sober earnest, the signers of the Declara- 
tion are well represented in yachting. Of three of our 
Massachusetts signers — Hancock, Gerry, and Samuel 
Adams — the name has passed from our State, and 
the memory is getting fainter. But a lineal descend- 
ant of Robert Treat Paine owns the Volunteer, and a 
lineal descendant of John Adams owns the Papjwose, 
— not a bad boat in her way. 1 

1 Commodore Gerry, of the N.Y. Yacht Squadron, is a descendant of 
Elbridge Gerry. 



PAINE-BURGESS TESTIMONIAL. 129 

But I wish here to thank our guests for their great 
achievement in the name of the scholars of the 
country, — the men of education and study. Mr. 
Burgess, as you know, was not originally a boat- 
builder by profession. He was a yachtsman for 
amusement ; and his favorite pursuit was natural 
science, in which he learned to perfect himself at 
Harvard College, and for his devotion to which he 
is known at this day by scientific men. He is not 
only scientific himself, but he married into a scien- 
tific family. 

The time came when the world called upon him 
to give an account of his favorite pursuit and his 
favorite sport. It said to him, " We have given you 
Harvard College and the Natural History Rooms 
for your workshop, and Massachusetts bay for your 
playground ; we have not forced you to rjursue 
any of what are called business paths. Now show 
us what you have to offer us in return for all 
these gifts we have presented to you." Mr. Burgess 
met the call. He applied his favorite science to 
his favorite sport; and he has brought it to that 
perfection that not only every sportsman, but every 
business man in the country, acknowledges his 
triumph. 

In the minute that remains to me I will tell you 
a little about Mr. Burgess's favorite science. Does 
every one here realize how completely he has 
taken yacht building out of the sphere of luck, 



130 PAINE-BURGESS TESTIMONIAL. 

and made it a certainty? Do you know how long- 
it took on the day of the race to prove that the 
Volunteer had beaten the Thistle? They had been 
preparing for the race for six months: the Thistle 
crossed the line; the Volunteer crossed the line; 
and in sixty seconds it was seen that the bow of 
the Volunteer was just that little bit nearer the 
wind which assured the race as won. But about 
Mr. Burgess's favorite science. It is the science of 
insects; what the New York "Nation" has recently 
seen fit to call " insectology." Now, there are many 
remarkable things about insects; but most of all 
is their amazing muscular strength, which enables 
them to get over the ground as no other animals 
can. This wonderful power of locomotion has been 
made the subject of a beautiful little poem. Mr. 
Burgess knows all about these energetic little 
bodies. He determined to build yachts better and 
faster than any that ever came from Liverpool or 
Glasgow. He determined to do so on scientific 
principles. He brought to bear the knowledge that 
his insects had taught him in the Natural History 
Rooms, and I can give you the result in four 
lines : — 

The Mersey builds her keels of steel ; 

The Clyde her keels of flame ; 
The Burgess lays no keels at all, 

But he gets there just the same. 



PAINE-BURGESS TESTIMONIAL. 131 

The conclusion of Dr. Everett's remarks amused the audi- 
ence immensely, and he took his seat amidst applause and 
shouts of laughter. 

Hon. Henry B. Lovering was the next speaker. He 
received a hearty greeting. 



REMARKS OF HENRY B. LOVERING. 

In all our successes, which have been prelimi- 
nary to the great victory of the other day, it is 
the ingenuity and ability of such men as Designer 
Burgess, and the public spirit and the push of 
such men as General Paine, to which we are in- 
debted for the supremacy of American ideas abroad. 
Fellow-citizens, I realize that we stand in this 
hall packed closely as sardines in a box, and it 
is not my intention to make a long speech. I want 
to say just this: — 

There is a well-founded feeling abroad, at least 
in my neighborhood, that if the English want to 
have any chance of beating the American yachts 
they must conform to and adopt American designs. 
Thrice have we defeated the best vessels they have 
brought across the water, built expressly to carry 
back the Cup, and it is time they felt a whole- 
some respect for American ideas. 

As I heard the complimentary remarks which have 
been made of General Paine they brought back to 



132 PAINE-BURGESS TESTIMONIAL. 

me an incident which occurred in Washington at 
the time another Paine, of Ohio, was running for 
United States senator, and when, as you will re- 
member, he succeeded the Hon. Mr. Pendleton. 

During Mr. Pendleton's last session Senator Voor- 
hees, who is somewhat of a joker in his way, was 
looking out of the west window, and he saw some- 
thing which suggested to him a pun. Voorhees 
never loses such an opportunity, and, turning to 
Senator Pendleton, who stood near by, he remarked, 
" Senator, you should have had a supply of St. 
Jacob's Oil in your campaign." 

The Ohio senator, looking puzzled, replied, " Sena- 
tor Voorhees, I do not exactly catch the point." 

Voorhees pointed out of the window at a mammoth 
sign upon a neighboring fence and read : — 

" St. Jacob's Oil conquers pain." 

J^ow, the point is plain. Let those who come over 
here in the future to wrest the Cup which we have 
held so many years secure a bottle or two of St. 
Jacob's Oil. 

But, even then, I'm afraid they could not conquer 
our victorious Paine. 



His Honor the Mayor next introduced Rev. E. A. Hoe- 
ton, who spoke as follows : — 



PAINE-BURGESS TESTIMONIAL. 133 



REMARKS OF REV. E. A. HORTON. 

Ladies and Gentlemen: It seems a cruel thing 
to force the speakers between you and the men 
you want to shake by the hand. That there is in 
this gathering something that glorifies old Boston 
you will readily see. It is sometimes said that the 
old ]STew England is something that is obsolete; 
but these men you honor to-night are representa- 
tives of everything that is thoroughly ^N"ew Eng- 
land. Their combined achievement has been secured 
by brains, pluck, public spirit and enthusiasm. As I 
saw those streams of people passing over the plat- 
form I said to my neighbor, Father Bodfish, that 
their enthusiasm meant something deeper than mere 
joy in the victory of a yacht. It represented the 
patriotic feeling our young men are inspired with 
when anything representing the nation is pitted 
against any foreign country. It was my fortune to 
serve in the United States navy during the war, at 
a time when many brave men went down to heroes' 
graves. That conglomeration of vessels, hastily 
gathered, did a grand work, but under vast diffi- 
culties. And to-day our navy is wretched; our 
commerce a shame. The love of the flag is strong 
in all men who follow the sea. I am glad that the 
noble crew of the Volunteer kept the flag at the 
front of the fleet. I don't care a snap for stump 
speakers or for the average newspapers. I began 



134 PAINE-BURGESS TESTIMONIAL. 

my career as a man ; then became a parson, and 
when I go down to my grave I shall go down as a 
man. I speak as a citizen; citizens loyal and proud 
we ought always to be amid professions and business. 
I want to see the flag respected, as becomes a great 
country like ours. I was up in Canada a few days 
ago. Oh, I didn't run away! While talking with a 
prominent gentleman there he said that he would 
much rather we had come thirty thousand strong 
than three hundred. He would be glad if we had 
taken the country, and made it a part of the 
United States. I rejoice in the enthusiasm which 
makes us love the flag of our country, and I rejoice 
that New England produces much of what makes 
this nation great and powerful. 

Sentiment is the inextinguishable light of man and 
country. Sentiment kindles the fervor of this occa- 
sion. When men are willing to look up and admire, 
all things are safe. Such a gathering as this means 
the drawing together of all elements and classes in 
sympathy and on a high plane of feeling. It en- 
forces the fact that individuals of wealth in our 
midst are willing to expend their means for national 
fame and public pride. Let us encourage every 
noble impulse. In the midst of mercantile greed, 
political corruption, and material standards, welcome, 
thrice welcome, whatsoever quickens the heart of 
unselfish citizenship. 



PAINE-BURGESS TESTIMONIAL. 135 

Hon. Chakles Levi Woodbury was the next speaker. 

REMARKS OF HON. CHARLES LEVI WOODBURY. 

I came here not to talk to you, shipmates, but 
to honor two men who have done more for the 
glory of the United States in the last two years 
than any other two men between the North pole 
and the Isthmus of Panama. There is a prospect 
that the Cup will long remain on this side of the 
Atlantic. We don't propose to give up the ship 
in despair, or the Cup, while there is a shot left 
in the locker. I am reminded that thirty years ago 
the America bore away the proud trophy from the 
yachtsmen across the water. In later years many 
interesting contests have been held for that trophy, 
and three times Boston came forward to defend that 
Cup. Three times has Boston successfully defended 
the Cup, and to-night the Volunteer is riding grace- 
fully in port, and near her is the America. A tele- 
gram has been read here to-night saying that the 
crew of the Volunteer will soon be here. Now 
there is something very sympathetic in this. Gen- 
eral Paine served in the war for the preservation 
of the Union under General Butler, the owner of 
the America, and it is of peculiar interest that 
these two men should own the first and the last 
vessel that has won the Cup. 

The victory just won by the Volunteer has 
again vindicated the American reputation for sea- 



136 PAINE-BURGESS TESTIMONIAL. 

manship and for ship-building. The seven times 
that American yachts have successfully defended 
the Cup shows that we are ahead in everything 
that pertains to nautical affairs. There was a time 
when our schooners and our frigates were the 
fastest vessels afloat. That was about the time of 
the war of 1812. Our clipper ships came later, 
and they, too, outstripped, in sailing qualities, all 
craft afloat. When steam came into use our 
steamers beat the world. Then desolation fell on 
our carrying trade. Now we have the fleetest 
yachts that sail the seas ; a little superior in 
hull, sails, and handling to anything yet brought 
against them. We thank our competitors for having 
forced our talent to develop their racing capacity. 
The stern chase of our Island competitors has 
lasted long, and I know of only one chance for 
them to gain the lead, — that is, subsidize Mr. 
Burgess to build them a craft, and inveigle General 
Paine to sail it for them. 

Rev. J. P. Bodfish was next introduced to the audience, 
and received a warm reception. 

EEMARKS OF EEV. J. P. BODFISH. 

I wish to express my grateful thanks to General 
Paine, Mr. Burgess, and to the crew of the 
Volunteer for the glorious victory they have 
won. I think I can appreciate all that the victory 



PAINE-BURGESS TESTIMONIAL. 137 

cost, having been familiar with yachts from boy- 
hood. They were then my familiar playthings. A 
great many things entered into that struggle. The 
patriotism, courage, indomitable energy, fidelity in 
looking after every detail that contributed to win 
victory, — these are among the things that engaged 
the attention of these men. The result was a great 
victory, won by American skill, American persever- 
ance, and American pluck. A light-house keeper 
w T as once asked, " What would happen if your light 
went out?" With a look of astonishment and pain 
he exclaimed, " My light shall never go out ! " So 
like him I trust we are determined that our light 
shall never go out, and that we shall remain firm in 
the determination to keep the trophy our yachtsmen 
have so fairly won and so long and gallantly de- 
fended. 

Rev. Minot J. Savage next addressed the audience. 

ADDRESS AND POEM BY REV. M. J. SAVAGE. 

I am the only gentleman present, so far as I 
have been able to observe, who wears a dress-coat. 
Well, I think nothing is too good for an occasion 
like this. When I found myself invited to deliver 
one of twenty or thirty five-minute speeches, it 
occurred to me that in the end they might grow 
monotonous, all being delivered on the same theme. 
I remember a piece of advice given to me by my 



138 PAINE-BURGESS TESTIMONIAL. 

old professor. He said: "If you write what you 
think is throughout an admirable sermon, re-write 
it and tone down some of the parts, so as to give 
it variety, even if you have to make some parts of 
it a little poorer." Warned by that advice, I con- 
cluded to contribute at least to the variety, even 
though it should prove that mine were the poorer 
part referred to by my professor. So I have 
written a few verses which I thought might be ap- 
propriate to this occasion. Their title is " Bostonia 
Victrix." It is true that is Latin; but then every- 
body in Boston knows Latin. 

Mr. Savage then read the following poem : — 

BOSTONIA YICTRIX. 

Let Boston wear her honors 

Most modestly to-day, 
Here, where she sits securely, 

The mistress of the bay. 
We'll be not over-boastful, 

We'll try not to be vain, 
And yet we can't help speaking 

Of Burgess and of Paine ! 

We'll waive the common honors 

We won so long ago — 
The lead we took in letters, 

And all the things we know; 
Enough for us at present 

That we have come to be, 
In spite of " Rule Britannia," 

The mistress of the sea. 



PAINE-BURGESS TESTIMONIAL. 139 

Since some town had to do it, 

And since New York did not, 
'Twas left for little Boston 

To build the fastest yacht. 
We'll let our sister city 

Help hold the honors up, 
And while we proudly drain it 

Her lips may sip the cup. 

We love our English sister; 

Yet, since the seas divide, 
We love a little better 

The people on this side. 
We're very, yes, quite willing, 

She should all Europe beat; 
But find our knees refusing 

To bend, e'en at her feet. 

The Scotchman's thorny "Thistle" 

Was meant our pride to prick ; 
He hoped to see us tingle 

E'en to the very quick ! 
But, in his own side smarting, 

He feels the thrust severe, 
While from his eye escaping 

We see one " Yolun-tear " / 



They say we have no navy; 

But since our Boston sent 
(By way of ]STew York) Whitney 

To help the President, 
We'll rally and stand by him ; 

And now the work's begun, 
We modestly stand ready 

To show just how it's done. 



140 PAINE-BURGESS TESTIMONIAL. 

"America" and "Puritan 1 '; 

The "Mayflower" last year; 
But Boston still is growings, 

So — here's the " Volunteer " ! 
And if the plucky Briton 

Still thinks that he can win, 
Then let him bring; another, 

And we will take that in. 

In short, we've learned to like it, 

This cup we won to keep ; 
And now that we have tasted 

The blue and briny deep, 
We here declare our purpose 

To hold all that we gain, 
So long; as we have Burg;ess 

"Well backed by General Paine ! 



Gen. Nathaxiel P. Banks was introduced as the next 
speaker. 

ADDRESS OF GEX. N. P. BANKS. 

It is my privilege, Mr. Mayor, in the brief moments 
allowed me, to speak of one of your distinguished 
guests, at least, as my neighbor and my comrade in 
arms. To him it is something more than a cosmo- 
politan compliment. It is a welcome from the heart 
of city, state, and nation, for his vindication of 
American honor where it has been most threatened 
— the open seas of the world. To his matchless co- 
worker — Mr. Burgess — who passed from one inter- 
national conquest to another, rising steadily and 



FAIXE-BURGESS TESTIMONIAL. 141 

easily to greater success as greater demands were 
made, until competitors and contestants of nations 
were exhausted, it gives a spontaneous and conti- 
nental recognition as the master mind and hand at 
the head of the column of illustrious constructors 
and navigators of the age. This is not the first 
meeting I have attended in honor of an American 
victory on the sea. I remember a magnificent scene 
in the Massachusetts House of Representatives, in 
1851, on the day when the yacht America took 
part in a contest for supremacy in English waters. 
While we were in the hall of the House the news 
came from the Old World that the America had 
won the race. Daniel Webster occupied the floor 
when the news came. The day was that of the 
celebration of the opening of railway communication 
between the American States and the Canadian Prov- 
inces, and Webster announced the victory which 
had been won by the America, running against the 
whole fleet of England and Scotland. "The Amer- 
ica has won," he said. "Like Jupiter among the 
gods, America is first, and there is no second." The 
Canadians did not like it; they thought it out of 
place; but it was just. N"ow, I come to honor these 
young men, not so much for what they have done 
in this victory, with all that belongs to it, and all 
the joy it inspires, but because it marks the path of 
national duty and honor. The great governments of 
the world are moving to the sea. Russia is moving 



142 PAINE-BUEGESS TESTIMONIAL. 

to the sea; so is Germany; and so are even China 
and Japan. But where is America? Her power is 
not on the sea. When Mr. "Webster spoke the few 
words I have repeated, the condition of American 
commerce and American shipping w T as very different 
from what it is now. Then, in 1851, or a few years 
later, we had a larger tonnage than Great Britain, or 
any other nation on the globe. - England was in- 
creasing her tonnage every year at the rate of 28 
per cent., and the United States hers at the rate of 
58 per cent. In 1876, the centennial of the declara- 
tion of American independence, the American flag 
would have covered the majority of the commercial 
tonnage of the world. But it had been swept from 
the sea by combinations of other governments against 
us. They sought to destroy the supremacy of Amer- 
ica on the sea. It was to destroy that supremacy 
that they made Avar against America. I do not lay 
the responsibility for that contest on the shoulders 
of any class of American statesmen. It arose from 
the jealousy of the older Nations. It was the feeling 
of England, and of some other governments, per- 
haps, that America was becoming too powerful on 
the sea, as she had been on the land. 

Now, in this situation we know what we have to 
do. No one could have been' more rejoiced than I 
was at this victory; but it is for what is to come, 
and for what must come, that I rejoice. If we go 
no farther; if we do not accept the responsibilities 



PAINE-BURGESS TESTIMONIAL. 143 

and duties of the future; if we do not realize the 
fact that in all ages, and in all parts of the world, 
seas have been and must be the great media of 
communication; that on the sea are fought its greatest 
battles, — all our rejoicing can be but of little conse- 
quence. Look back upon our record. It was the 
success of our whale-ships which drew from Edmund 
Burke that splendid eulogium on the capacity and 
spirit of American sailors; it was our Yankee fish- 
ermen that captured British privateers in the mouth 
of the English Channel ; it was Fulton who invented 
the steamship; it was the American clipper-ship that 
for a brief period monopolized the commerce of the 
world; it was the yacht America that gave infor- 
mation to the people abroad of what we had at home ; 
it was the American Monitor upon which all the 
naval powers of the world have modelled their de- 
fences. It was at that period — 1851 — that the two 
greatest journals of the world exclaimed, one after 
the other : w In everything that is valuable, every- 
thing that is for human improvement, exhibited in the 
World's Fair, America is so far ahead that nobody 
else is in sight." "The time is coming when Amer- 
ica shall command the ocean, and both oceans, and 
all oceans." It is this last victory of the American 
Volunteer that for the moment struck the world 
breathless. "It points the way that we are going, 
and such an instrument we are to use." Is there one 
human being that does not wish it, man or woman, 



144 PAINE-BURGESS TESTIMONIAL. 

child or grown person? Why is it not done? Be- 
cause the Americans will not decide how it shall be 
done. With the Lakes above us and the Gulf below, 
the Atlantic on this and the Pacific on the other 
coast of the continent, and with no control of the sea, 
these flags may hang here, but the men of the future 
will have a hard time to keep their heads above water. 
The time is coming when the people will demand that 
our flag shall be restored to its supremacy on the 
sea. When that time comes America will win the 
same honors there that she has won on land. 

Hon. Thomas J. Gargan was next introduced. 

REMARKS OF THOMAS J. GARGAN. 

We are here to-night to congratulate Mr. Paine 
and Mr. Burgess for what they have done in main- 
taining the honor of the American flag upon the 
sea. Last night I stood on the cliffs overlooking 
Marblehead harbor and the waters of the bay beyond, 
expecting to catch a glimpse of the Volunteer then 
expected hourly to reach port. I was in sight of the 
place where, during the war of 1812, the Chesapeake 
and Shannon fought, and as the gallant Lawrence, the 
Commander of the Chesapeake, fighting against over- 
whelming odds, was struck down, mortally wounded, 
his last words were, "Don't give up the ship." 
There was an inspiration in these words to every 
American sailor; and how they heeded them and 



PAINE-BUBGESS TESTIMONIAL. 145 

retrieved the disaster we have but to recall the 
names of Hull, Bainbridge, Decatur, Perry, Mc- 
Donough, and Porter, and their series of brilliant 
victories upon the seas and the great lakes that 
made the war of 1812 memorable, and gave us a 
place and reputation among the nations of the 
world. The same spirit which animated Lawrence 
and his compatriots carried the American flag on 
the whale-ships of New Bedford and Nantucket to 
the frozen waters of Baffin's Bay, and made the 
Yankee clipper-ships in the California, Liverpool, 
and China trade the wonder and the envy of Euro- 
pean nations. 

In 1860 our commercial marine was second only 
to that of Great Britain, with every prospect that 
before another decade our tonnage would largely 
exceed that of any nation on the globe, but the 
war of the Rebellion swept our commerce from the 
seas; yet the spirit of American seamanship sur- 
vived the ruin of our commercial marine, and the 
skill and ingenuity saved the nation in more than 
one emergency. Farragut and Porter and "Winslow 
were worthy descendants of the men of 1812, and 
the clever way in which the Kearsarge sunk the 
Alabama, a British-built ship, armed with British 
guns, and largely manned by British tars, sent a 
thrill of exultation to every true American heart. 

If we have been despondent at the decadence of 
our merchant marine and the impotency of our 



146 PAINE-BURGESS TESTIMONIAL. 

navy, and have chafed at the manner in which the 
smallest nations of the earth have insulted us with 
impunity, and deplored our inability to protect the 
Samoans against the invasion of Germany, because 
we had not a ship to protect the American flag in 
waters of the Pacific ocean, we are cheered by these 
actions of our yachtsmen: we see that our naval 
architects have not forgotten their cunning, nor our 
sailors the art of navigation. We rejoice that the 
people of this great country, great upon the land, 
realize at length that no nation can be truly great 
unless she is able to show her prowess upon the 
sea. 

What comes from these victories is not the mere 
facts that the Puritan, the Mayfloiver, and the 
Volunteer have beaten the British yachts opposed 
to them; but that General Paine and Mr. Burgess 
have reawakened that spirit of pride in our common 
country that ought to make us desire to see our 
nation assert her supremacy, and that she should 
be powerful upon the sea as well as upon the land. 

General Paine and Mr. Burgess deserve our 
thanks, ay, more than our thanks, — our gratitude, 
for reawakening this spirit and stimulating our 
ambition to be the first power on the water. 

" Far as the breeze can bear, the billows foam ; 
Survey our empire, and behold our home; 
These are our realms, no limit to their sway; 
Our flag the sceptre all who meet obey." 



PAIXE-BUKGESS TESTIMONIAL. 147 

The speech of Mayor William E. Russell, of Cam- 
bridge, was as follows: — 

This old hall, Mr. Mayor, has often echoed pa- 
triotic words. I believe it never has been stirred 
by a more patriotic impulse than that which has 
brought here this outpouring of the people to 
give a royal welcome to sons of Boston, who 
have, honored her with a national triumph. It must 
be pleasant to them to know that our welcome 
rings with patriotism, and our honor to them is 
a renewed pledge of patriotic love and loyalty. 
If the victory we celebrate was merely that of 
one boat over another, there would be little cause 
for this demonstration; but, when it represents the 
best efforts of two great nations in honorable 
rivalry on an important field, the contest is a na- 
tional contest, and the victory a national triumph. 

I have not come, sir, to flatter modest men. 
Nothing I can say can increase or diminish the 
glory of what they have done, nor change by one 
iota our estimate of the ability, perseverance, and 
generosity that have kept our flag still waving 
over the flag of England. I have come, as one 
of thousands, to give expression to the feeling of 
satisfaction and pride in finding that when our 
country wills, she can; that ability follows resolu- 
tion to make her victorious, even over the " Mis- 
tress of the Seas." 



148 PAINE-BURGESS TESTIMONIAL. 

V 

The test of national greatness is not in burden- 
some, constant preparation, but rather in her capa- 
city, ability, and patriotism to meet the need of 
the hour, to become ready when the call summons 
her to the contest. 

General Paine, you have demonstrated that, in 
the bitter days of war, in deadly conflict, in the 
blessed days of peace, in manly rivalry, there is 
ever ready a Volunteer to answer our nation's call, 
and to carry her to triumphant victory. For this, 
sir, we thank and honor you. 

At the conclusion of Mr. Gargan's remarks, the crew 
of the Volunteer entered the hall, 1 amid the wildest 
cheering. On reaching the platform they were formally 
greeted with three cheers, called for by the presiding 
officer. His Honor then read the following letter from 
Captain Haff, explaining why he was unable to be present 
with his men : — 

Yacht Volunteer, 

Marblehead, Oct. 7, 1887. 
To Hon. Hugh O'Brien, Mayor of Boston : — 

Dear Sir, — On my arrival at Marblehead I received your 
kind invitation to be present at the reception which is to be 

1 The presence of the crew of the Volunteer at the reception was, undoubtedly, 
due to the journalistic enterprise and foresight of the managers of the " Boston 
Herald." Knowing that the Volunteer was expected at Marblehead in the after- 
noon they chartered a tug, and cruised about in the lower bay, to hail the victor 
as soon as she appeared. They fell in with her about four o'clock P.M., and 
took her in tow to Marblehead, as the wind had failed entirely. The crew were 
taken on board the tug at six o'clock, and were landed at Long wharf at eight 
o'clock, proceeding immediately to Faneuil Hall. 



PAINE-BURGESS TESTIMONIAL. 149 

given to General Paine and Mr. Burgess at Faneuil Hall this 
evening. I regret that my health is such as will not permit 
my leaving the yacht to-night ; nothing could afford me greater 
pleasure than to join you in honoring General Paine. 

Very respectfully yours, 

H. C. HAFF. 

The following is a complete list of the crew : Captain, 
Henry C. Haff; first mate, Charles Kennison ; second 
mate, Harry P. Haff; quartermasters, Charles Johnson and 
George Conant ; crew, George Smith, Chris Folsom, 
George Johnson, John Sarlin, Charles Olson, Harry An- 
derson, Charles Lotman, of the old Mayflower crew, 
George Moberg, Hans Chester, John Beekman, William 
Lawrence, John Westerland, George Stone, Andrew An- 
derson ; steward, John Hanen ; cook, Frank Samdel ; 
assistant cook, Joseph Mayo. 

The members of Dahlgren Post (No. 2) of the G.A.K., 
South Boston, next entered the hall, headed by Captain 
Bradley and the Grand Army band. Over the detach- 
ment floated a banner with the inscription, " The volun- 
teers of '61 welcome home the victorious Volunteer, South 
Boston." The members of the Post having marched upon 
the platform in double file, Captain Bradley called for 
three cheers for General Paine and Mr. Burgess, and 
they were given with enthusiasm. Captain Bradley then 
said : — 

General Paine, Mr. Burgess, the Crew of 
the Volunteer : The volunteers of '61, who, on 
many a bloody battlefield and slippery deck, fought 



150 PAINE-BURGESS TESTIMONIAL. 

to maintain the Union and uphold the honor of 
the flag, welcome you, the volunteers of 1887, 
who, in a friendly contest, have made the proudest 
nation in the world strike its colors, and have 
nailed our own colors to the mast. 

The comrades then gave three rousing cheers for the gallant 
commander and crew of the Volunteer, and resumed their 
line of march. There was no more speech-making after 
this, and the audience again availed themselves of the 
opportunity to shake hands with General Paine and Mr. 
Burgess. A few letters of regret were read from those 
who had been unable to respond to the Mayor's invitation, 
and afterwards the immense audience slowly dispersed. The 
music for the occasion was furnished by the Boston Cadet 
Band, under the leadership of J. Thomas Baldwin. The 
police arrangements were under the personal supervision of 
Deputy-Superintendent Joseph E. Burrill, and were admi- 
rable in every respect. The officers had a hard task to 
restrain and control the immense crowd that thronged the 
building and all the adjoining streets, but they performed 
their arduous labor with their accustomed faithfulness, and 
no accident occurred to mar the interest and pleasure of 
the event. Taken as a whole, the reception was a grand 
success. 



COBRESPONDENCE, ETC. 



The following letters and communications were received 
b} 7 Mayor O'Brien, expressive of regret on the part of 
some who were unable to be present, and all containing 
hearty congratulations to the distinguished guests of the 
evening. Most of them were read at the reception, but 
the others were received subsequently and have not been 
heretofore published : — 

Beverly Farms, Oct. 3, 1887. 
To His Honor Hugh O'Brien, Mayor of Boston : — 

Dear Sir, — I regret that it is not ha my power to accept the 
polite invitation of the City of Boston to attend the popular re- 
ception to be given to Gen. Charles J. Paine and Mr. Edward 
Burgess on Friday, October 7. 

Both are my friends, and one of them, General Paine, is my 
near connection. Proud as I am of their achievement, I own 
that the General is the only commander I ever heard of who 
made himself illustrious by running away from all his com- 
petitors. 

Yours very respectfully, 

OLIVER WENDELL HOLMES. 

Boston, Oct. 6, 1887. 
Dear Sir, — I have the honor to acknowledge your invitation 
to attend a popular reception to be given to General Paine and 
Mr. Burgess at Faneuil Hall on the 7th inst. I regret more than 



152 PAINE-BURGESS TESTIMONIAL. 

I can express that imperative engagements, which will take me to 
New York and Washington, will cause me to leave the State as 
early as Friday, if not before. As a yachtsman of seventeen 
years' continuous cruising, I should deem it my duty to do all I 
could to express my gratification, as a patriot, at the success of 
the efforts of General Paine and Mr. Burgess to maintain the 
high position that our country holds in relation to nautical archi- 
tecture and equipment. 

But I hold to General Paine a nearer, and, to me, a dearer 
connection, of high appreciation. He served with me in the very 
earliest part of the war of the Rebellion, marched with the army 
of the Gulf, a young officer, daring, efficient, active, cool-headed. 
He was then a volunteer I appreciated in the service and defence 
of his country, and I appreciate the Volunteer now, in her suc- 
cessful defence of the country's honor. The fact that he arose 
step by step to high rank, from merit alone, speaks of the effi- 
ciency of General Paine as a soldier. In peace no greater 
successes have followed the efforts of any man. 

When a challenge came that the best creation of British skill 
in nautical architecture, the Genesta, was to come here to take 
away the America's Cup, General Paine, with the patriotism, lib- 
erality, and courage of conviction that such challenge could be 
met, ordered a vessel to be built, and put the design in the 
hands of Mr. Burgess, because he knew his skill and worth. 

The Puritan was put afloat, which, after repeated trials, out- 
sailed all American boats ; and then, selected by unanimous judg- 
ment to meet the Genesta, the Puritan beat all England, as well 
as all America. 

The following year a new challenge came from England, and 
General Paine, knowing that all American skill could do had not 
been done, built, and Mr. Burgess designed, the Mayflower^ which 
not only beat all England and America, but beat the Puritan 
beside. 



PAINE-BURGESS TESTIMONIAL. 153 

Again, this year, all England being satisfied of our superiority, 
Scotland supposed that a better boat could be devised and built 
in her waters thau either England or America could produce, and 
all Scotland's nautical skill was devoted to the construction and 
equipment of the Thistle, which, on trial, beat all England. 
General Paiue believed from the report of these victories that a 
better boat had been produced than England had sent here 
before, confident that the resources of American skill in that 
regard had by no means been exhausted, built, and Mr. Burgess 
designed, the Volunteer, the superiority of which has been dem- 
onstrated by her beating not only all the rest of the United 
States, and all that England could do, but also the Puritan and 
the Mayflower, and the Scotch boat Thistle, by larger odds than 
they had theretofore beaten England and America. 

You will, my dear Mr. Mayor, therefore appreciate my regrets 
that I must be away in body, but I shall be present in spirit 
with everything that goes to show the highest recognition of 
General Paine, the boat Volunteer, and the unequalled skill of 
Mr. Burgess, the designer of the Puritan, the Mayflower, and the 
Volunteer, who never permits anybody to outstrip him but him- 
self. 

I am, very truly, your friend and servant, 

BENJAMIN F. BUTLER. 

Hon. Hugh O'Brien, Mayor of the City of Boston. 

Boston, Oct. 7, 1887. 
The Hon. Hugh O'Brien : — 

Dear Sir, — Owing to an absence from the city, your kind in- 
vitation is only this moment received, or it would have had a 
more prompt reply. I regret that my engagement compels me to 
decline it, as I cordially sympathize in the pleasure afforded by 
the triumph of the nautical and scientific skill and energy of 
General Paine and Mr. Burgess. General Paine has aided to 



154 PALXE-BUKGESS TESTIMONIAL. 

render the name of the American Volunteer illustrious, both in 
peace and war. 

With much respect, your obedient servant, 

CHARLES DEVENS. 

East Point, Nahant, Oct. 5, 1887. 
Hon. Hugh O'Brien : — 

Dear Sir, — An imperative engagement, which obliges me to 
go to New York on Friday, prevents my acceptance of your 
very kind invitation to take part in the reception to General 
Paine and Mr. Burgess on that evening. 

I regret extremely that this should be the case, for nothing 
would give me greater pleasure than to be present. I should 
like to join with the multitude who will be there in expressing 
to General Paine and Mr. Burgess the pride we all feel both 
in their victorious talent and skill, and in the simple, manly, 
and straightforward way in which they have borne themselves 
as the representatives of the country in their great yachting 
contests. As it is, I can only send to them my warmest 
congratulations, and remain, with many thanks to yourself, 

Very truly yours, 

H. C. LODGE. 



Naushon Island, Oct. 5, 1887. 

His Honor Hugh O'Brien, Mayor of Boston : — 

Mr. J. M. Forbes, Sr., regrets that he cannot avail himself 
of your polite invitation for Friday evening's meeting at Faneuil 
Hall. He not having the gift of speech can only express his 
appreciation of the good work done by General Paine and Mr. 
Burgess, and his hope that the young and vigorous men who 
have the subject in hand will take measures to carry into 
effect the existing public feeling in some substantial and prac- 



PAINE-BUKGESS TESTIMONIAL. 155 

tical manner that is worthy of our Commonwealth and of 3*011 r 

city. 

JOHN M. FORBES, Sr. 

Milton, Oct. 6, 1887. 
Sir, — Referring to your kind invitation for the 7th inst., 
and m}^ acceptance thereof conditionally, I have to say with 
regret that my physician absolutely forbids my going to the 
meeting to-morrow evening. If I could go, I certainly could 
not in five minutes express all I feel toward Messrs. Paine 
and Burgess. 

I am, very respectfully, your servant, 

R. B. FORBES. 

Congratulations from the Old Colony Club. 

Plymouth , M as s . 
General Paine and Mr. Burgess: — The Old Colony Club of 
Plymouth, Mass., sends congratulations. 

A. AND M. 

Message from the Sons of Martha's Vineyard. 

Messrs. Charles J. Paine and Edward Burgess, Faneuil Hall, 
Boston, Mass.: — 
Gentlemen, — The almost numberless congratulations that you 
have received of the highest complimentary nature, both through 
the press and by private communication, must have convinced 
you how justly proud and heartily appreciative are the American 
people for your successful efforts in again preserving to them 
the America's Cup, and how fully your patriotism, genius, and 
skill are recognized throughout the entire yachting world. So 
desirous as is every one of acquainting you with their ap- 
proval, it is scarcely possible to express it without its being 
a mei-e repetition. 



156 PAIXE-BERGESS testimonial. 

But at the last meeting of the Sons of Martha's Vineyard 
it was unanimously conceded that, if the club did not con- 
tribute to the meeting to be held in Faneuil Hall in honor of 
your achieYement, a testimonial of their interest in the great 
international race, and the enthusiasm they felt over its suc- 
cessful conclusion, it would ever after be a matter of disap- 
pointment and regret. The intense interest manifested by all 
members of this club was shared by all people of Martha's 
Vineyard, who from their earliest days are so identified with 
yachting and with trials of speed upon the water, that it may 
almost be regarded as a sport peculiar to that sea-girt isle. 
In consequence of their enthusiasm, it was most natural that 
their fancy should imagine an ideal model, so symmetrical in 
carve and beautiful in form that she would prove a prodigy 
of speed. But they knew well it would require the master- 
hand of a genius to design, and the ideal yachtsman to equip 
and develop her speed, and ardently hoped that this rare com- 
bination of powers would be found and combine to convert 
this ideal into a pleasant reality. 

It affords the greatest satisfaction to recognize that this has 
been accomplished in the Puritan, Mayflower, and Volunteer, and 
we hereby congratulate Mr. Burgess on such a demonstration 
of his wonderful skill, and have only the deepest admiration 
for the patriotism and generosity of General Paine for cheer- 
fully volunteering to defend our trophy from foreign claimants. 

In conclusion we confidently say that, as long as these 
gentlemen continue to exercise their ability in this direction, 
greater results will yet be attained, and their lofty motive 
will be emulated by others. 

Sons of Martha's Vineyard, by their Committee, 

WILLIAM A. MORSE, 
WILLIAM H. DAGGETT. 
CHARLES DARROTV. 



PAINE-BURGESS TESTIMONIAL. 157 

New Bedford, Mass., Oct. 7, 1887. 
To Mayor Hugh O'Brien, Faneuil Hall, Boston : — 

At a meeting of the Board of Directors of the New Bed- 
ford Yacht Club, held this evening, the following vote was 
adopted : — 

" Voted, That this Club is heartily in S} T inpathy with the 
meeting now being held in honor of Charles J. Paine and 
Mr. Edward Burgess, and tenders its warmest congratulations." 

EDGAR R. LEWIS, 

Secretary. 



233 Clarendon Street, Boston, Oct. 4, 1887. 

My dear Sir, — It would give me much pleasure if I could 
accept your invitation and join in doing honor to General Paine 
and Mr. Burgess ; but I have an engagement out of town on 
Friday, which I find it impossible to change, and therefore I 
must not hope to be at Faneuil Hall. 

I am, 

Yours very truly, 

PHILLIPS BROOKS. 
Hon. Hugh O'Brien, Mayor of Boston. 



Harvard University, Cambridge, Mass., Oct. 4, 1887. 

Dear Sir, — I regret that a previous engagement must deprive 
me of the pleasure of attending the reception in honor of 
General Paine and Mr. Burgess, to be given in Faneuil Hall, 
on Friday, October 7th. 

Respectfully yours, 

CHARLES W. ELIOT. 
Hon. Hugh O'Brien. 



158 PAINE-BURGESS TESTIMONIAL. 

Jamaica Plain, , Oct. 4, 1887. 
Hon. Hugh O'Brien : — 

Dear Sir, — I am sorry that it will not be in my power to 
be present in Faneuil Hall on Friday evening and meet General 
Paine and Mr. Burgess. If I were present I should be glad 
to express my satisfaction that, though our mercantile marine 
has been nearly protected out of existence by the War Tariff, 
and though our navy has disappeared under the weight of the 
millions appropriated for its maintenance, we have still some 
Americans who can uphold the credit of our flag on the ocean. 
With much respect, yours, 

JAMES FREEMAN CLARKE. 



The following correspondence, as will be seen, occurred 
subsequent to the reception, and consists of General Paine's 
acknowledgment of his appreciation of the honor conferred 
upon him by the people of Boston, and Mayor O'Brien's 
letter in reply to General Paine: — 

Weston, Mass., Oct. 10, 1887. 

To His Honor Mayor O'Brien, Boston : — 

Dear Sir, — I beg you will permit me to express the deep 
sense of obligation which I feel to you for tendering to Mr. 
Burgess and myself a reception which was so grand both in 
its number and its enthusiasm, and which will always remain 
in my memory as the proudest day of my life. No happiness 
could exceed that of knowing that I had contributed in some 
measure to the gratification of so many of my fellow- citizens, 
and that happiness I feel that I owe to you. 
I am, with great respect, 

Sincerely yours, 

CHAS. J. PAINE. 



PAINE-BUKGESS TESTIMONIAL. 



159 



Boston, Oct. 12, 1887. 
General Charles J. Paine : — 

Dear Sir, — Your very kind letter has been received. All 
Boston was so interested in the success of the recent race, 
that I felt I should fail to represent our glorious old city if 
I did not extend to you and Mr. Burgess a popular reception 
in Faneuil Hall. You both deserved it, and it is gratifying 
to know that it met with your approbation. The fact that so 
many thousands of our people filled the hall and blocked the 
neighboring streets, anxious to take you and Mr. Burgess by 
the hand, shows how much you are appreciated. 

With great respect, 

Yours sincerely, 

HUGH O'BRIEN. 




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